提速和高速铁路曲线轨道轮轨动态相互作用性能匹配研究
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摘要
由于提速和高速带来的曲线轨道轮轨系统相互作用问题,在实际运营中更显突出,对轮轨动力学性能匹配技术提出了更高的要求。本论文基于车辆—轨道耦合动力学理论,针对提速和高速铁路,开展了曲线轨道轮轨动态相互作用性能匹配研究。
论文首先基于车辆—轨道耦合动力学理论,以铁路线路为研究对象,提出了曲线轨道轮轨动态相互作用性能匹配技术,包括：曲线轨道轮轨动态相互作用分析模型、实测轮轨型面的轮轨接触几何关系、轮轨动态相互作用计算机仿真分析软件TTISIM、主要动力性能指标评价标准、曲线轨道轮轨动态相互作用匹配原理及研究思路。
接着,分析了轨道结构振动及轨道结构关键参数对曲线轨道轮轨动力性能的影响,并讨论了钢轨翻转运动对曲线轨道轮轨动力性能的影响。结果表明：考虑轨道结构参振,轮轨相互作用性能指标均大于不考虑轨道结构振动的值；对于轨道结构振动模型,不考虑钢轨扭转变形时的轮轨动力性能指标值大于考虑扭转变形时的值,且两者之间差异在10%以内；轨下支承横向及垂向刚度对曲线轨道轮轨动力性能有较明显的影响。
运用曲线轨道轮轨动态相互作用性能匹配技术,分析了既有提速铁路曲线轨道的轮轨动态相互作用性能。结果表明,提速列车通过既有铁路曲线轨道时,轮轨动态相互作用较剧烈；牵引力可改变轮轨纵向蠕滑力的大小和方向,影响轮轨动态相互作用性能；列车提速到200-250km/h速度后,轮重减载较明显,其主因是轨道上存在1-2.5m波长范围不平顺,降低1-2.5m波长范围的高低不平顺幅值可以有效减小轮重减载率,提高列车的运行安全性能,该研究结果为铁路提速工程提供了理论支撑。
采用理论分析与现场试验相结合的方法,分析了山区铁路小半径曲线强化轨道动力性能。结果表明：强化改造技术方案有利于控制轨道结构振动位移或变形,有利于提高轨道结构稳定性,因而能够减少线路养护维修工作量。该研究结果为山区铁路小半径曲线轨道提速对策的制订及推广应用提供了理论与试验依据。
最后,分析了高速铁路曲线轨道的轮轨动态相互作用性能匹配。结果表明：高速运营条件下曲线轨道外侧轮轨接触范围较大,而内侧轮轨接触点范围较窄；在波浪形磨耗不平顺激扰下,曲线轨道的轮轨动力作用明显加剧；在轨道随机不平顺激扰下,对于本文设置的高速铁路平纵断面零距离衔接工况,所有安全性指标及舒适性指标均满足要求。最后以广深港客运专线设计阶段的珠江段平纵断面比选的工程为例,介绍了高速铁路曲线轨道轮轨动态相互作用性能匹配的工程应用情况。
With the increase of train speeds and the development of high-speed railway, the wheel-rail interaction on the curved track will unavoidably be reinforced, as requires more advanced technique to match the wheel-rail dynamic performance. So, from the point view of the wheel-rail coupled dynamics, this thesis tries to investigate the performance matching of wheel-rail dynamic interaction on the curved track of the speed-raised and high-speed railways.
Firstly, based on the theory of the wheel-rail coupled dynamics, this thesis puts forward the technique of the performance matching of wheel-rail dynamic interaction on the curved track of the speed-raised and high-speed railways, which includes the model of the wheel-rail dynamic performance of curve negotiation, the geometric contact relationship of measured wheel/rail profiles, the TTISIM simulation software of vehicle-track coupled dynamics, the evaluation and standard of main indices of dynamic performance, and the principle of the performance matching as well as the research framework.
Secondly, the effects of the vibration and parameters of track structure on the performance of curve negotiation are analyzed, and the influence of the rail twist on wheel-rail dynamic interaction on the curved track is also discussed. Results show that, the values of indices simulated by the model with track vibration are lower than thoses by the model without track vibration. For the model with track vibration, dynamic results without consideration of the rail twist are bigger than those being taken the rail twist into account and the difference in the results is lower than10%, and the factors, including the lateral and vertical stiffness of the rail pad, have much effect on the dynamic performance of curve negotiation.
Applied this technique of the performance matching, the research on the wheel-rail dynamic performance on the curved track of speed-raised lines is carried out. Results show that when speed-raised trains pass through curved tracks, the lateral dynamic interaction between wheels and rails will be enhanced. Under the condition of the traction, the value and the direction of the creep force in longitudinal can be changed, as affects the wheel-rail dynamic performance. If the speed of train is raised to200-250km/h, the wheel load will reduce obviously. The main reason is that there are track irregularities with the wavelength ranging from1m to2.5m. So, to reduce the amplitude of this type of track irregularities can help to improve the running safety of train. This part of the theory study will provide the theoretic support for the project of raising speed on existing railway lines.
Then, the dynamic performance of small-radius curved track for mountain strengthened railway is investigated with the method of theory and experiment. Results show that the strengthened track can help to decrease the displacements of all components of track structures obviously, to reinforce the stability of the line, and to reduce the maintenance workload of railway. This part of the study will supply the theoretic and experimental support for the project of proposing measures and popularizing applications of the strengthened track.
Lastly, an investigation on the wheel-rail dynamic performance on the curved track of high-speed railway is carried out. Results show that, the area of wheel-rail contact in outer rail is bigger than that in inner rail. Excited by the rail corrugation, the dynamic interaction of the curved track will inevitably be enhanced. Excited by the random irregularity, all of the safety and comfort performance can meet the requirements if the lap length of the plan and profile section is zero. Additionally, taking an engineering of dedicated passenger line (Guangzhou-Shenzhen-Hongkong) for an example, the application of the technique of the performance matching is introduced in the scheme comparison of plan and profile section.
论文首先基于车辆—轨道耦合动力学理论,以铁路线路为研究对象,提出了曲线轨道轮轨动态相互作用性能匹配技术,包括：曲线轨道轮轨动态相互作用分析模型、实测轮轨型面的轮轨接触几何关系、轮轨动态相互作用计算机仿真分析软件TTISIM、主要动力性能指标评价标准、曲线轨道轮轨动态相互作用匹配原理及研究思路。
接着,分析了轨道结构振动及轨道结构关键参数对曲线轨道轮轨动力性能的影响,并讨论了钢轨翻转运动对曲线轨道轮轨动力性能的影响。结果表明：考虑轨道结构参振,轮轨相互作用性能指标均大于不考虑轨道结构振动的值；对于轨道结构振动模型,不考虑钢轨扭转变形时的轮轨动力性能指标值大于考虑扭转变形时的值,且两者之间差异在10%以内；轨下支承横向及垂向刚度对曲线轨道轮轨动力性能有较明显的影响。
运用曲线轨道轮轨动态相互作用性能匹配技术,分析了既有提速铁路曲线轨道的轮轨动态相互作用性能。结果表明,提速列车通过既有铁路曲线轨道时,轮轨动态相互作用较剧烈；牵引力可改变轮轨纵向蠕滑力的大小和方向,影响轮轨动态相互作用性能；列车提速到200-250km/h速度后,轮重减载较明显,其主因是轨道上存在1-2.5m波长范围不平顺,降低1-2.5m波长范围的高低不平顺幅值可以有效减小轮重减载率,提高列车的运行安全性能,该研究结果为铁路提速工程提供了理论支撑。
采用理论分析与现场试验相结合的方法,分析了山区铁路小半径曲线强化轨道动力性能。结果表明：强化改造技术方案有利于控制轨道结构振动位移或变形,有利于提高轨道结构稳定性,因而能够减少线路养护维修工作量。该研究结果为山区铁路小半径曲线轨道提速对策的制订及推广应用提供了理论与试验依据。
最后,分析了高速铁路曲线轨道的轮轨动态相互作用性能匹配。结果表明：高速运营条件下曲线轨道外侧轮轨接触范围较大,而内侧轮轨接触点范围较窄；在波浪形磨耗不平顺激扰下,曲线轨道的轮轨动力作用明显加剧；在轨道随机不平顺激扰下,对于本文设置的高速铁路平纵断面零距离衔接工况,所有安全性指标及舒适性指标均满足要求。最后以广深港客运专线设计阶段的珠江段平纵断面比选的工程为例,介绍了高速铁路曲线轨道轮轨动态相互作用性能匹配的工程应用情况。
With the increase of train speeds and the development of high-speed railway, the wheel-rail interaction on the curved track will unavoidably be reinforced, as requires more advanced technique to match the wheel-rail dynamic performance. So, from the point view of the wheel-rail coupled dynamics, this thesis tries to investigate the performance matching of wheel-rail dynamic interaction on the curved track of the speed-raised and high-speed railways.
Firstly, based on the theory of the wheel-rail coupled dynamics, this thesis puts forward the technique of the performance matching of wheel-rail dynamic interaction on the curved track of the speed-raised and high-speed railways, which includes the model of the wheel-rail dynamic performance of curve negotiation, the geometric contact relationship of measured wheel/rail profiles, the TTISIM simulation software of vehicle-track coupled dynamics, the evaluation and standard of main indices of dynamic performance, and the principle of the performance matching as well as the research framework.
Secondly, the effects of the vibration and parameters of track structure on the performance of curve negotiation are analyzed, and the influence of the rail twist on wheel-rail dynamic interaction on the curved track is also discussed. Results show that, the values of indices simulated by the model with track vibration are lower than thoses by the model without track vibration. For the model with track vibration, dynamic results without consideration of the rail twist are bigger than those being taken the rail twist into account and the difference in the results is lower than10%, and the factors, including the lateral and vertical stiffness of the rail pad, have much effect on the dynamic performance of curve negotiation.
Applied this technique of the performance matching, the research on the wheel-rail dynamic performance on the curved track of speed-raised lines is carried out. Results show that when speed-raised trains pass through curved tracks, the lateral dynamic interaction between wheels and rails will be enhanced. Under the condition of the traction, the value and the direction of the creep force in longitudinal can be changed, as affects the wheel-rail dynamic performance. If the speed of train is raised to200-250km/h, the wheel load will reduce obviously. The main reason is that there are track irregularities with the wavelength ranging from1m to2.5m. So, to reduce the amplitude of this type of track irregularities can help to improve the running safety of train. This part of the theory study will provide the theoretic support for the project of raising speed on existing railway lines.
Then, the dynamic performance of small-radius curved track for mountain strengthened railway is investigated with the method of theory and experiment. Results show that the strengthened track can help to decrease the displacements of all components of track structures obviously, to reinforce the stability of the line, and to reduce the maintenance workload of railway. This part of the study will supply the theoretic and experimental support for the project of proposing measures and popularizing applications of the strengthened track.
Lastly, an investigation on the wheel-rail dynamic performance on the curved track of high-speed railway is carried out. Results show that, the area of wheel-rail contact in outer rail is bigger than that in inner rail. Excited by the rail corrugation, the dynamic interaction of the curved track will inevitably be enhanced. Excited by the random irregularity, all of the safety and comfort performance can meet the requirements if the lap length of the plan and profile section is zero. Additionally, taking an engineering of dedicated passenger line (Guangzhou-Shenzhen-Hongkong) for an example, the application of the technique of the performance matching is introduced in the scheme comparison of plan and profile section.
引文
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