瞬态风荷载下的列车运行安全性研究
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摘要
在瞬态风荷载及轮轨激励同时作用下,列车会产生复杂的受迫振动,严重时可导致脱轨或倾覆。因此研究车辆在瞬态风荷载下的动力学性能,找出瞬态风荷载对车辆系统振动的影响,并提出针对性的限速方案,对预防大风下的行车事故,确保运行安全具有重要的工程应用价值。
建立了从测风站选取、风速数据处理、列车瞬态风荷载计算、列车动态动力学性能分析,到工程限速制定的瞬态风荷载下列车运行安全性研究的方法。根据现场实测风场数据的处理,得到风场风速剖面；采用DES数值模拟方法,结合实测风场风速剖面计算了列车在瞬态风荷载下的气动性能；根据运动物体的风谱计算了列车在不同运行情况下受到的瞬态风荷载；结合列车空气动力学和列车系统动力学,建立了车辆在瞬态风荷载和轮轨激励下的动力学模型,得到了车辆的脱轨系数和轮重减载率等,提出了列车在不同运行条件下的限速准则。
提出了一种针对强非线性系统的最小二乘分析方法。采用现场实测的方法测量了距地高度最高为70m的现场风速数据,采用本方法,得到了现场风剖面廓线指数和表面粗糙度值。结果表明,所测风场风剖面指数为0.14。
提出了线路周围测风站选址方法,得到了线路周围的风速相关性曲线。根据现场测得的风剖面特征参数,采用基于DES的数值模拟计算方法系统地研究了路堤迎风面和背风面不同斜率对路堤周围风速的影响,研究了山体不同间距、山体斜率、山体半径对峡谷风的影响。研究结果表明：路堤迎风面斜率对路堤上风速的影响较小,而背风侧对风速影响较大；峡谷风都存在着增速效应,并与入口风速特征关系较小。基于上述研究,得到了线路周围的风速相关性曲线；提出了线路周围测风站选址方法,并得到了测风站实测风速与远方实际来流风速及列车所处位置处风速的关系曲线,为将来测风站的安装及风速数据处理奠定了基础。
采用数值模拟计算及理论推导的方法得到了平稳风下车辆受到的瞬态脉动风荷载,采用数值模拟计算的方法得到了列车出隧道遭遇横风时的气动性能。针对列车受到的平稳风下的瞬态风荷载：首先基于DES的数值模拟方法得到了列车在横风下的气动特性,在此基础上根据运动物体的风谱函数,结合气动导纳和权函数计算了列车受到的瞬态风荷载,研究结果表明,头车受到的风荷载最大,尾车次之,中间车最小。研究了列车出隧道遭遇横风时的瞬态气动性能,结果表明,列车刚出隧道时,受到的气动侧向力、升力,以及侧滚力矩、俯仰力矩和偏转力矩都会发生突变,个别甚至呈现类似正弦波的较大幅值波动,之后气动力变化趋于平稳。
研究了瞬态波动风荷载及轮轨激励下车辆的动力学性能,得到了车辆在瞬态风荷载下的动态响应及轨道线路横向稳定性系数。研究成果表明：随着车速的提高,车辆受到轮轨激励的影响急剧增大；在瞬态突变风荷载作用下车辆的动力学性能也会发生突变,尤其是出隧道遭遇横风时,车辆更容易发生倾覆；同时研究了侧滚力矩、俯仰力矩和偏转力矩对车辆动力学性能的影响,研究结果表明：偏转力矩和俯仰力矩对车辆的脱轨系数和轮重减载率影响较小,车辆的动力学性能基本上仅受到侧向力、升力及侧滚力矩的影响。
计算了瞬态风荷载作用下,当车速和风速不同时,列车分别在直线、曲线上运行的动力学性能,提出了列车在明线上运行及出隧道口时的工程限速方案,可直接用于指导列车在大风下的安全运行。
The transient wind load and the wheel-rail excitation can produce complex forced vibration of train, even leading to derailment or capsizing. So studying train dynamic performance under transient wind load to find out the influence of wind load on train vibration and to put forward specific speed-limiting measures is of great engineering value to prevent traffic accident in the strong wind and to ensure running safety.
The train running safety methodology under transient wind load is established in this thesis, including selection of anemometer station, wind speed data processing, transient aerodynamic load calculation, dynamic aerodynamic load analysis and engineering speed-limiting. Wind speed profile is calculated according to measured wind field data; Train dynamic performance under transient wind load is calculated by the DES numerical simulation method combined with the measured wind results; Train transient wind load under different running situations is calculated based on the wind spectrum of moving object; Based on train aerodynamics and train dynamics system, the dynamic model of train in the effect of transient wind load and the wheel-rail excitation is established. Besides, the derailment coefficient and rate of wheel load reduction of train under transient wind load is obtained and the speed-limiting criterion of train running in different situations is proposed at last.
A new curve-fitting based on the least square method for strong nonlinear system is proposed. The characteristic parameters of wind profile index and surface roughness are obtained by the method, where the maximum height of wind tower is70m high. The results show that the index is0.14.
The selection method of anemometer stations along the railroad line is proposed and pertinence curve of wind speed is obtained. Based on the characteristic parameters of wind profile and using the numerical simulation method DES, the influence of different embankment slopes of windward side and leeward side on wind speed near the embankment and the influence of canyon spacing, mountain slope and mountain radius on canyon wind are systemically investigated. It can be obtained that the windward slope of embankment has a little impact on wind speed, while leeward slope has a great impact on wind speed; Speed-up effect exits in canyon wind and it has little relation with the characteristic of inlet wind speed. Based on the study above, pertinence curve of wind speed along railroad line and selection method of anemometer station are obtained. Besides, the relation curve of actual measured wind speed on anemometer stations, far-off oncoming flow speed and wind speed around train is obtained, which lays a good foundation on installment of anemometer station and the data processing of wind speed.
The transient fluctuating wind load of train under steady wind is obtained by numerical simulation calculation and theoretical derivation. Besides, the aerodynamic performance of train running out of tunnel under cross wind is obtained by numerical simulation calculation. According to transient wind load of train, aerodynamic performance of train under cross wind is obtained by using the numerical simulation method DES. And based on wind spectrum function of moving object combined with weight function, transient wind load is computed. The result proves that the transient wind load of head car is biggest, that of middle car takes the second place and that of end car is smallest. The aerodynamic performance of train running out of the tunnel under cross wind indicates that the aerodynamic side force, lift force, overturning moment, pitching moment and yawing moment change with the train running out of the tunnel, some of them even appears large amplitude fluctuation which is similar as a sine wave. After that, the air aerodynamic forces stay stable.
The dynamic response of train under transient wind load and the lateral stability coefficient of track are obtained by studying the dynamic performance of train affected by the transient wind load and the wheel-rail excitation. The research results indicate that the influence of wheel-rail excitation on the train increases rapidly with the increasing of wind speed. The dynamic performance of train under transient mutation load changes abruptly. Train is much more easily to be overturned when it running out of tunnel. Besides, the influence of yawing moment, pitching moment and overturning moment on the dynamic performance of the train is studied. The results show that the influence of pitching moment and yawing moment on derailment coefficient and rate of wheel load reduction is small. The dynamic performance of the train are only related with cross force, lift force and overturning moment.
The engineering speed-limiting of train running on open track and running out of tunnel is proposed by analyzing the dynamic performance of train running on straight line and curved line under transient wind load with different wind speed and in different wind conditions, which can be directly applied to train speed operation under strong wind.
建立了从测风站选取、风速数据处理、列车瞬态风荷载计算、列车动态动力学性能分析,到工程限速制定的瞬态风荷载下列车运行安全性研究的方法。根据现场实测风场数据的处理,得到风场风速剖面；采用DES数值模拟方法,结合实测风场风速剖面计算了列车在瞬态风荷载下的气动性能；根据运动物体的风谱计算了列车在不同运行情况下受到的瞬态风荷载；结合列车空气动力学和列车系统动力学,建立了车辆在瞬态风荷载和轮轨激励下的动力学模型,得到了车辆的脱轨系数和轮重减载率等,提出了列车在不同运行条件下的限速准则。
提出了一种针对强非线性系统的最小二乘分析方法。采用现场实测的方法测量了距地高度最高为70m的现场风速数据,采用本方法,得到了现场风剖面廓线指数和表面粗糙度值。结果表明,所测风场风剖面指数为0.14。
提出了线路周围测风站选址方法,得到了线路周围的风速相关性曲线。根据现场测得的风剖面特征参数,采用基于DES的数值模拟计算方法系统地研究了路堤迎风面和背风面不同斜率对路堤周围风速的影响,研究了山体不同间距、山体斜率、山体半径对峡谷风的影响。研究结果表明：路堤迎风面斜率对路堤上风速的影响较小,而背风侧对风速影响较大；峡谷风都存在着增速效应,并与入口风速特征关系较小。基于上述研究,得到了线路周围的风速相关性曲线；提出了线路周围测风站选址方法,并得到了测风站实测风速与远方实际来流风速及列车所处位置处风速的关系曲线,为将来测风站的安装及风速数据处理奠定了基础。
采用数值模拟计算及理论推导的方法得到了平稳风下车辆受到的瞬态脉动风荷载,采用数值模拟计算的方法得到了列车出隧道遭遇横风时的气动性能。针对列车受到的平稳风下的瞬态风荷载：首先基于DES的数值模拟方法得到了列车在横风下的气动特性,在此基础上根据运动物体的风谱函数,结合气动导纳和权函数计算了列车受到的瞬态风荷载,研究结果表明,头车受到的风荷载最大,尾车次之,中间车最小。研究了列车出隧道遭遇横风时的瞬态气动性能,结果表明,列车刚出隧道时,受到的气动侧向力、升力,以及侧滚力矩、俯仰力矩和偏转力矩都会发生突变,个别甚至呈现类似正弦波的较大幅值波动,之后气动力变化趋于平稳。
研究了瞬态波动风荷载及轮轨激励下车辆的动力学性能,得到了车辆在瞬态风荷载下的动态响应及轨道线路横向稳定性系数。研究成果表明：随着车速的提高,车辆受到轮轨激励的影响急剧增大；在瞬态突变风荷载作用下车辆的动力学性能也会发生突变,尤其是出隧道遭遇横风时,车辆更容易发生倾覆；同时研究了侧滚力矩、俯仰力矩和偏转力矩对车辆动力学性能的影响,研究结果表明：偏转力矩和俯仰力矩对车辆的脱轨系数和轮重减载率影响较小,车辆的动力学性能基本上仅受到侧向力、升力及侧滚力矩的影响。
计算了瞬态风荷载作用下,当车速和风速不同时,列车分别在直线、曲线上运行的动力学性能,提出了列车在明线上运行及出隧道口时的工程限速方案,可直接用于指导列车在大风下的安全运行。
The transient wind load and the wheel-rail excitation can produce complex forced vibration of train, even leading to derailment or capsizing. So studying train dynamic performance under transient wind load to find out the influence of wind load on train vibration and to put forward specific speed-limiting measures is of great engineering value to prevent traffic accident in the strong wind and to ensure running safety.
The train running safety methodology under transient wind load is established in this thesis, including selection of anemometer station, wind speed data processing, transient aerodynamic load calculation, dynamic aerodynamic load analysis and engineering speed-limiting. Wind speed profile is calculated according to measured wind field data; Train dynamic performance under transient wind load is calculated by the DES numerical simulation method combined with the measured wind results; Train transient wind load under different running situations is calculated based on the wind spectrum of moving object; Based on train aerodynamics and train dynamics system, the dynamic model of train in the effect of transient wind load and the wheel-rail excitation is established. Besides, the derailment coefficient and rate of wheel load reduction of train under transient wind load is obtained and the speed-limiting criterion of train running in different situations is proposed at last.
A new curve-fitting based on the least square method for strong nonlinear system is proposed. The characteristic parameters of wind profile index and surface roughness are obtained by the method, where the maximum height of wind tower is70m high. The results show that the index is0.14.
The selection method of anemometer stations along the railroad line is proposed and pertinence curve of wind speed is obtained. Based on the characteristic parameters of wind profile and using the numerical simulation method DES, the influence of different embankment slopes of windward side and leeward side on wind speed near the embankment and the influence of canyon spacing, mountain slope and mountain radius on canyon wind are systemically investigated. It can be obtained that the windward slope of embankment has a little impact on wind speed, while leeward slope has a great impact on wind speed; Speed-up effect exits in canyon wind and it has little relation with the characteristic of inlet wind speed. Based on the study above, pertinence curve of wind speed along railroad line and selection method of anemometer station are obtained. Besides, the relation curve of actual measured wind speed on anemometer stations, far-off oncoming flow speed and wind speed around train is obtained, which lays a good foundation on installment of anemometer station and the data processing of wind speed.
The transient fluctuating wind load of train under steady wind is obtained by numerical simulation calculation and theoretical derivation. Besides, the aerodynamic performance of train running out of tunnel under cross wind is obtained by numerical simulation calculation. According to transient wind load of train, aerodynamic performance of train under cross wind is obtained by using the numerical simulation method DES. And based on wind spectrum function of moving object combined with weight function, transient wind load is computed. The result proves that the transient wind load of head car is biggest, that of middle car takes the second place and that of end car is smallest. The aerodynamic performance of train running out of the tunnel under cross wind indicates that the aerodynamic side force, lift force, overturning moment, pitching moment and yawing moment change with the train running out of the tunnel, some of them even appears large amplitude fluctuation which is similar as a sine wave. After that, the air aerodynamic forces stay stable.
The dynamic response of train under transient wind load and the lateral stability coefficient of track are obtained by studying the dynamic performance of train affected by the transient wind load and the wheel-rail excitation. The research results indicate that the influence of wheel-rail excitation on the train increases rapidly with the increasing of wind speed. The dynamic performance of train under transient mutation load changes abruptly. Train is much more easily to be overturned when it running out of tunnel. Besides, the influence of yawing moment, pitching moment and overturning moment on the dynamic performance of the train is studied. The results show that the influence of pitching moment and yawing moment on derailment coefficient and rate of wheel load reduction is small. The dynamic performance of the train are only related with cross force, lift force and overturning moment.
The engineering speed-limiting of train running on open track and running out of tunnel is proposed by analyzing the dynamic performance of train running on straight line and curved line under transient wind load with different wind speed and in different wind conditions, which can be directly applied to train speed operation under strong wind.
引文
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