基于车辆走行性能的9号直线型道岔允许通过速度研究
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摘要
基于迹线法和车辆-道岔耦合动力学,考虑长期运营条件下车轮廓形磨耗,针对标准及磨耗后LM型车轮踏面和9号直线型道岔,对道岔区轮轨接触几何和车辆侧向通过道岔转辙器的走行性能展开评价,并分析9号直线型道岔的允许通过速度。研究结果表明:标准LM型踏面的轮轨接触关系优于磨耗后踏面,其允许通过速度高于磨耗后踏面。在相同的速度下运行时,标准LM型踏面的安全性,平稳性均优于磨耗踏面。在标准LM型踏面下运行,道岔侧向允许通过速度由车体横向振动加速度控制,为50 km/h;考虑实际运营条件下踏面磨耗,道岔侧向允许通过速度由脱轨系数控制,为40 km/h。
This paper evaluated the wheel/rail contact geometry and running behavior on the turnout area when vehicle pass the switch by side way,based on the trace method and vehicles-switch coupling dynamics,considering on the wheel profiles evolution in the long-term operating conditions,according to the standard and wear LM wheel tread and No.9 straight switch rail.The results show that the wheel/rail contact relations of the standard LM tread are better than that of the wear tread,and its permissible velocity is higher than the wear tread.When running at the same speed,the safety of the standard LM tread is better than the wear tread.The permissible side track velocity on turnout under the standard LM tread is controlled by lateral vibration acceleration of the vehicle body,which is 50 km/h;Considering the wear under actual operating conditions,the permissible velocity of the side track on turnout will be controlled by the derailment coefficient,which is 40 km/h.
This paper evaluated the wheel/rail contact geometry and running behavior on the turnout area when vehicle pass the switch by side way,based on the trace method and vehicles-switch coupling dynamics,considering on the wheel profiles evolution in the long-term operating conditions,according to the standard and wear LM wheel tread and No.9 straight switch rail.The results show that the wheel/rail contact relations of the standard LM tread are better than that of the wear tread,and its permissible velocity is higher than the wear tread.When running at the same speed,the safety of the standard LM tread is better than the wear tread.The permissible side track velocity on turnout under the standard LM tread is controlled by lateral vibration acceleration of the vehicle body,which is 50 km/h;Considering the wear under actual operating conditions,the permissible velocity of the side track on turnout will be controlled by the derailment coefficient,which is 40 km/h.
引文
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[11]王开文.车轮接触点迹线及轮轨接触几何参数的计算[J].西南交通大学学报,1984(1):89-99.WANG Kaiwen.Calculation of wheel contact point trace and wheel track contact geometric parameters[J].Journal of Southwest Jiaotong University,1984(1):89-99.
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[13]CHEN Rong,CHEN Jiayin,WANG Ping,et al.Numerical investigation on wheel-turnout rail dynamic interaction excited by wheel diameter difference in high-speed railway[J].Journal of Zhejiang UniversityScience A(Applied Physics&Engineering),2017,18(8):660-676.
[14]王平.高速铁路道岔设计理论与实践[M].2版.成都:西南交通大学出版社,2015:43-44.WANG Ping.Design of high-speed railway turnouts:theory and applications[M].2nd ed.Chengdu:Southwest Jiaotong University Press,2015:43-44.
[2]吴祖荣,姚晓平,管天保.提高12号道岔侧向过岔速度的有效途径[J].铁道学报,1988,10(2):121-125.WU Zurong,YAO Xiaoping,GUAN Tianbao.Effective ways to increase the side track velocity of No.12turnout[J].Journal of the China Railway Society,1988,10(2):121-125.
[3]王平,陈嵘,徐井芒,等.高速铁路道岔系统理论与工程实践研究综述[J].西南交通大学学报,2016,51(2):357-372.WANG Ping,CHEN Rong,XU Jingmang,et al.Theories and engineering practices of high-speed railway turnout system:survey and review[J].Journal of Southwest Jiaotong University,2016,51(2):357-372.
[4]孙宏友,王平,张东风,等.动车组与货车侧向通过整体道床12号交叉渡线道岔动力学特性分析[J].铁道标准设计,2015,59(5):70-73.SUN Hongyou,WANG Ping,ZHANG Dongfeng,et al.Dynamics analysis of emus and freight car passing through No.12 crossover turnout with solid bed[J].Railway Standard Design,2015,59(5):70-73.
[5]翟婉明,王开云.机车车辆侧向通过道岔时的运行安全性评估[J].同济大学学报(自然科学版),2004(3):382-386.ZHAI Wanming,WANG Kaiyun.Safety assessment of trains passing through branch lines of turnouts[J].Journal of Tongji University(Natural Science),2004(3):382-386.
[6]XU Jingmang,WANG Ping,WANG Li,et al.Effects of profile wear on wheel-rail contact conditions and dynamic interaction of vehicle and turnout[J].Advances in Mechanical Engineering,2016,8(1):1-14.
[7]Kassa E,Nielsen J C O.Dynamic interaction between train and railway turnout:full-scale field test and validation of simulation models[J].Vehicle System Dynamics,2008,46(Suppl 1):521-534.
[8]罗赟,吴安伟.动车组与单节车侧向通过道岔动力学性能比较[J].机车电传动,2007(1):5-7.LUO Yun,WU Anwei.Comparison between dynamic performances of EMUs and single locomotive when passing a turnout[J].Electric Drive for Locomotives,2007(1):5-7.
[9]WANG P,MA X,WANG J,et al.Optimization of rail profiles to improve vehicle running stability in switch panel of high-speed railway turnouts[J].Mathematical Problems in Engineering,2017:1-13.
[10]曹洋,王平,杨生.道岔平面选型的动力学研究[J].华中科技大学学报(自然科学版),2017,45(11):35-40.CAO Yang,WANG Ping,YANG Sheng.Dynamics study on turnout plane alignment selection[J].Journal of Huazhong University of Science and Technology(Natural Science Edition),2017,45(11):35-40.
[11]王开文.车轮接触点迹线及轮轨接触几何参数的计算[J].西南交通大学学报,1984(1):89-99.WANG Kaiwen.Calculation of wheel contact point trace and wheel track contact geometric parameters[J].Journal of Southwest Jiaotong University,1984(1):89-99.
[12]Elias K,Clas A,Nielsen J O.Simulation of dynamic interaction between train and railway turnout[J].Vehicle System Dynamics,2006,44(3):247-258.
[13]CHEN Rong,CHEN Jiayin,WANG Ping,et al.Numerical investigation on wheel-turnout rail dynamic interaction excited by wheel diameter difference in high-speed railway[J].Journal of Zhejiang UniversityScience A(Applied Physics&Engineering),2017,18(8):660-676.
[14]王平.高速铁路道岔设计理论与实践[M].2版.成都:西南交通大学出版社,2015:43-44.WANG Ping.Design of high-speed railway turnouts:theory and applications[M].2nd ed.Chengdu:Southwest Jiaotong University Press,2015:43-44.