高速铁路轨道不平顺限值及曲线通过关键动力参数取值研究
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摘要
轨道不平顺对列车高速运行时列车安全性及旅客舒适性有很大的影响,其合理限值研究具有很重要的工程实用意义。目前,国内外虽对轨道不平顺的限值进行了一些研究,但大多针对传统普通铁路及提速线路,时速300km/h以上高速铁路轨道不平顺限值还缺乏深入的理论研究。
针对以上不足,本文在吸收国内外研究成果的基础上,运用车辆轨道耦合动力学原理,在ADAMS/Rail环境下建立了直线线路高速铁路轮轨耦合动力分析模型,对其进行了验证,计算结果与西南交通大学计算结果及实测值吻合良好。运用ADAMS/Rail环境下建立的直线线路高速铁路轮轨耦合动力分析模型,对各种单一不平顺及复合不平顺对列车运行安全性及旅客舒适性进行了较深入研究,在此基础上,对350km/h高速铁路轨道不平顺限值提出了建议值。
曲线半径及超高是高速铁路线路的关键设计参数,曲线半径及曲线半径与超高合理匹配对高速列车高速安全通过曲线线路至关重要。目前,相关设计规范在确定高速铁路最小曲线半径及曲线半径与超高合理匹配时,大多采用静力设计理念,没有考虑线路随机不平顺对列车动态曲线通过的影响,与实际情况有一定差距,也存在较大的局限性。
针对以上不足,本文在ADAMS/Rail环境下建立了高速铁路曲线通过轮轨耦合动力分析模型,运用ADAMS/Rail环境下建立的高速铁路曲线通过轮轨耦合动力分析模型,对在德国低干扰谱线路随机不平顺激扰下,高速列车以不同速度通过不同超高、不同曲线半径曲线进行了大量仿真分析。在此基础上,提出了350km/h高速铁路线路不同曲线半径行车速度建议值,提出了高速铁路曲线线路不同半径曲线超高建议值。
Track irregularity has a great impact on safety and passenger's comfort, the reasonable limits of track irregularity has very important practical significance to the project. At present, at home and abroad people carried out some research on the track limits of irregularity, but most to the traditional common speed lines, limits of over 300km/h high-speed railway track irregularity is also lack of theoretical research.
For the above shortcomings, this paper, absorbing domestic and foreign research results, based on the principle of vehicle-track coupling dynamics, established a straight-line high-speed railway wheel-rail coupled dynamic analysis model in the ADAMS/Rail Environment. The model is validated by the calculated results of the Southwest Jiaotong University, the calculation results and measured values are in good agreement. Useing the straight-line high-speed railway wheel-rail lines coupled dynamic analysis model to research on a variety of single and compound irregularity, putting forward a recommended value of 350km/ h high-speed railway track irregularity limits.
Curve radius and superelevation on curve is key design parameters of high-speed rail line, curve radius and the match of curve radius and superelevation on curve are crucial to the safe. At present, the relevant design specification in determining the high-speed railway minimum curve radius and the match of curve radius and super-reasonable, they use a static design concept, without considering the impact of the dynamic random irregularity. There are also great limitations.
For the above shortcomings, this article in the ADAMS/Rail Environment established the curve of high-speed railway through the wheel-rail coupling model for dynamic analysis, using ADAMS/Rail Environment established the curve of high-speed railway through the wheel-rail coupling dynamic analysis model, use Random Irregularity of low-interference spectral lines in Germany, do a large number of simulation analysis of the high-speed train at different speeds through different superelevation on curve, different curve radius. On this basis, proposed recommended speed of high-speed railway lines in different curve radius, proposed recommended superelevation on curve value of different curve radius.
针对以上不足,本文在吸收国内外研究成果的基础上,运用车辆轨道耦合动力学原理,在ADAMS/Rail环境下建立了直线线路高速铁路轮轨耦合动力分析模型,对其进行了验证,计算结果与西南交通大学计算结果及实测值吻合良好。运用ADAMS/Rail环境下建立的直线线路高速铁路轮轨耦合动力分析模型,对各种单一不平顺及复合不平顺对列车运行安全性及旅客舒适性进行了较深入研究,在此基础上,对350km/h高速铁路轨道不平顺限值提出了建议值。
曲线半径及超高是高速铁路线路的关键设计参数,曲线半径及曲线半径与超高合理匹配对高速列车高速安全通过曲线线路至关重要。目前,相关设计规范在确定高速铁路最小曲线半径及曲线半径与超高合理匹配时,大多采用静力设计理念,没有考虑线路随机不平顺对列车动态曲线通过的影响,与实际情况有一定差距,也存在较大的局限性。
针对以上不足,本文在ADAMS/Rail环境下建立了高速铁路曲线通过轮轨耦合动力分析模型,运用ADAMS/Rail环境下建立的高速铁路曲线通过轮轨耦合动力分析模型,对在德国低干扰谱线路随机不平顺激扰下,高速列车以不同速度通过不同超高、不同曲线半径曲线进行了大量仿真分析。在此基础上,提出了350km/h高速铁路线路不同曲线半径行车速度建议值,提出了高速铁路曲线线路不同半径曲线超高建议值。
Track irregularity has a great impact on safety and passenger's comfort, the reasonable limits of track irregularity has very important practical significance to the project. At present, at home and abroad people carried out some research on the track limits of irregularity, but most to the traditional common speed lines, limits of over 300km/h high-speed railway track irregularity is also lack of theoretical research.
For the above shortcomings, this paper, absorbing domestic and foreign research results, based on the principle of vehicle-track coupling dynamics, established a straight-line high-speed railway wheel-rail coupled dynamic analysis model in the ADAMS/Rail Environment. The model is validated by the calculated results of the Southwest Jiaotong University, the calculation results and measured values are in good agreement. Useing the straight-line high-speed railway wheel-rail lines coupled dynamic analysis model to research on a variety of single and compound irregularity, putting forward a recommended value of 350km/ h high-speed railway track irregularity limits.
Curve radius and superelevation on curve is key design parameters of high-speed rail line, curve radius and the match of curve radius and superelevation on curve are crucial to the safe. At present, the relevant design specification in determining the high-speed railway minimum curve radius and the match of curve radius and super-reasonable, they use a static design concept, without considering the impact of the dynamic random irregularity. There are also great limitations.
For the above shortcomings, this article in the ADAMS/Rail Environment established the curve of high-speed railway through the wheel-rail coupling model for dynamic analysis, using ADAMS/Rail Environment established the curve of high-speed railway through the wheel-rail coupling dynamic analysis model, use Random Irregularity of low-interference spectral lines in Germany, do a large number of simulation analysis of the high-speed train at different speeds through different superelevation on curve, different curve radius. On this basis, proposed recommended speed of high-speed railway lines in different curve radius, proposed recommended superelevation on curve value of different curve radius.
引文
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[2]Zhai Wanmin, Sun Xiang. A Detailed Model for Investigating Vertical Interaction between Railway Vehicle and Track [J]. Vehicle System Dynamics,1994,23(Supplement):603-615.
[3]Zhai W M,CAi C B,Guo S Z. Coupling model of Vertical and Lateral Vehicle/track Interactions[J]. Vehicle System Dynamics,1996,26 (1):61-79.
[4]Zhai W, Cai Z. Dynamics Interaction between a Lumped Mass Vehicle and a Discretely Supported Continuous Rail Track[J]. Computers &Structures,1997,63 (5):987-997.
[5]Zhai W M. Wheel/rail Dynamics Interactions on Turnouts [C]. Proceedings of 12th International Wheelset Congress, Qingdao, September 1998,447-451.
[6]Zhai W M, True H. Vehicle/track Dynamics on a Ramp and on the Bridge: Simulation and Measurements[J]. Vehicle System Dynamics,1999, 33(Supplement):604-615.
[7]Zhai W M, Cai C B, Wang Q C, Lu Z W and W X S. Dynamics Effects of Vehicles on Tracks in the case of Raising Train Speed [J]. Journal of Rail and Rapid Transit.2001,215(F2):125-135.
[8]李小珍.高速铁路列车～桥梁系统耦合振动理论及应用研究：[博士学位论文].成都：西南交通大学,2000.
[9]吴定俊.提速状态下车桥耦合振动理论与桥梁横向动力性能的研究：[博士学位论文].同济大学,2005.
[10]Tanabe Makoto, Yamada Yoshiaki, Wakui Hajime. Modal methods for interaction of train and bridge[J]. Computers and Structures, 1986,27(1):119-127.
[11]Tanabe Makoto, Wakui Hajime Matsumoto, Nobuyuki. Efficient numerical method for dynamic interaction analysis of high-speed Shinkansen vehicles, rail, and bridge [J]. Computers in Engineering, Proceedings of the International Conference and Exhibit,1994,2:567～572.
[12]Asakawa Kazuo, Kawakami Hiromichi,Yoshioka Toshiharu, Matsumoto Nobuo, Hidaka Iwao. Dynamic response of steel and composite girders under high speed train[J]. Quarterly Reports-Railway Technical Research Institute (Japan),1983,24(3):121-122.
[13]Chu K H,Garg V K, Dhar C L. Railway-bridge impact:simplified train and bridge model [J]. ASCE J Struct Div,1979,105(9):1823～1844.
[14]Chu K H,Garg V K, Wiriyachai A. Dynamic interaction of railway train and bridges [J]. vehicle system dynamics,1980,9(4):207～236.
[15]Chu K H, Garg V K, Bhatti M H. Impact in truss bridge due to freight trains [J]. Journal of Engineering Mechanics,1985,111 (2):159～174.
[16]Chu K H, Garg V K, Wang T L. Impact in railway prestressed concrete bridges [J]. Journal of Structural Engineering,1986,112(5):1036～ 1051.
[17]Wiriyachai A, Chu K H, Garg V K. Impact study by various bridge models [J]. Earthquake Engineering & Structural Dynamics,1982,10(1): 31-45.
[18]Wiriyachai A, Chu K H, Garg V K. Bridge impact due to wheel and track irregularities [J]. Journal of the Engineering Mechanics Division, 1982,108(4):648-666.
[19]Wang T L. Impact in a railway truss bridge[J]. Computers and Structures,1993,49(6):1045～1054.
[20]Wang T L, Garg V K, Chu K H. Railway bridge/vehicle interaction studies with new vehicle model[J]. Journal of Structural Engineering, 1991,117(7):2099～2116.
[21]Bhatti M H, Garg V K, Chu K H. Dynamic interaction between freight train and steel bridge [J]. Journal of Dynamic systems,1985,107(1),60～ 66.
[22]Van Bogaert, P. Dynamic response of trains crossing large span double-track bridges [J]. Journal of Constructional Steel Research, 1993,24(1):57～74.
[23]Ivantchenko I. Analytical study on dynamics interaction between vehicles and viaducts at high speed railway[J]. Proceedings of the Mini Conference on Vehicle System Dynamics,2000:119～128.
[24]Klasztorny M. Vertical vibrations of a multi-span beam steel bridge induced by a superfast passenger train[J]. Structural Engineering and Mechanics,2001,12(3):267～281.
[25]Klasztorny M. Spatial vibrations of a multi-span railway steel bridge under a train moving at high speed[J]. Archives of Civil Engineering, 2000,46(2):287～311.
[26]Anderson J. Prediction of noise from railway bridges[J]. Journal of Constructional Steel Research,1998,46(1):65～66.
[27]Song M K, Choi C K. Analysis of high-speed vehicle-bridge interactions by a simplified 3-D model [J]. Structural Engineering and Mechanics, 2002,13 (5):505～532.
[28]Song M K, Noh H C,Choi C K. A new three-dimensional finite element analysis model of high-speed train-bridge interactions[J]. Engineering Structures,2003,25(13):1611～1626.
[29]Kwon H C, Kim M C, Lee I W. Vibration control of bridges under moving loads [J]. Computers and Structures,1998,66(4):473～480.
[30]Yang Y B, Lin B H. Vehicle-bridge interaction analysis by dynamic condensation method[J]. Journal of Structural Engineering,1995, 121(11):1636～1643.
[31]铁道科学研究院等.中日合作研究项目—轨道动力响应分析与轨道沉降量预测,1998.
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