控制梯型轨道钢轨波磨的动力性能优化研究
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摘要
摘要：随着我国社会经济发展,城市化进程不断加快,交通需求日益加剧,对城市交通功能提出了更高的要求和挑战。城市轨道交通以其运量大、快速、准时、便捷、安全、环保等突出特点,已成为各大城市解决交通拥堵首选交通方式。同时,为保护轨道交通沿线敏感地段(诸如学校、医院等)免受振动影响,目前在建的轨道交通多采用了不同类型的减振措施,其中铺设梯型轨道结构是采用较多的减振措施之一。但是,在线路开通运营后,部分使用梯型轨道结构的线路不同程度地出现了振动噪声加剧及钢轨异常波磨现象。为解决该异常现象,本文在总结归纳前人研究的基础上,从轮轨系统振动角度出发,对该异常现象的产生机理及防治措施进行了综合分析,其主要研究内容和结论包括：
(1)建立列车动车轮对和拖车轮对分析模型,分析轮对垂向振动和扭转振动特性,并进一步分析电机位置和一系悬挂参数对轮对垂向及扭转振动特性的影响。研究表明,电机位置对轮对垂向振动特性影响较小,而对其扭转振动特性影响较大,且电机设备距离轮对中心越远,轮对的二阶扭转共振频率越大；一系悬挂参数仅影响轮对一阶垂向振动特性(即刚体振动),而对其他频率振动特性影响较小。
(2)结合现场测试分析得知梯型轨道结构的钢轨波磨相关频率；建立梯型轨道结构振动传递特性分析模型和轮对-轨道系统耦合频域分析模型,分析了梯型轨道结构振动特性,并揭示了梯型轨道结构振动与钢轨波磨之间的密切关系。研究表明,梯型轨道结构共振和车轮的锤击循环作用是钢轨波磨产生和发展的主要原因。
(3)建立车辆-轨道耦合动力学模型,分析了不同行车速度和列车轴重所激起梯型轨道结构的主要振动特性。研究表明,除行车速度降至20km/h以下外,其他行车速度激起的钢轨主要振动频率均与钢轨波磨相关频率相近；列车轴重对梯型轨道结构的主要振动频率影响较小。
(4)分别利用梯型轨道结构振动传递特性分析模型和车辆-轨道耦合动力学模型,分析了扣件参数(包括扣件刚度、扣件阻尼及扣件间距),轨枕参数(包括轨枕质量、轨枕长度、轨枕截面高度和轨枕截面宽度),减振垫层参数(包括减振刚度、减振阻尼及减振间距)对梯型轨道结构振动特性的影响,尤其对引起钢轨波磨的轨道共振特性的影响进行了分析。研究表明,仅通过调整某一结构参数较难达到减缓钢轨波磨产生和发展的目的,需要进行各结构参数最优匹配的综合研究。
(5)为了减缓已运营线路中梯型轨道钢轨波磨的产生和发展,分别运用基因遗传算法和多点近似算法,对扣件刚度、扣件阻尼、减振垫层刚度及减振垫层阻尼等4个参数进行了综合优化分析。研究表明,可通过调整这4个参数达到控制梯型轨道结构振动,减缓钢轨波磨产生和发展的目的,并给出了各相应参数的建议值。
(6)为了在设计阶段有效避免轮／轨共振,控制轨道结构振动,并有效预防梯型轨道结构钢轨波磨的产生,利用多点近似算法,对扣件刚度、扣件阻尼、扣件间距、轨枕长度、减振垫层刚度、减振垫层阻尼及减振垫层间距等7个参数进行综合优化分析。研究表明,可通过调整这7个参数达到控制梯型轨道结构振动,预防钢轨波磨产生和发展的目的,并且给出了各相应参数的建议设计值。
(7)7参数优化结果优于4参数优化结果,4参数优化结果优于纵连轨枕结果,因此,在已运营线路上,应首先采用4参数优化结果,在尚未建设的梯型轨道结构上,应首先采用7参数优化结果,以减缓钢轨波磨的产生和发展。若条件暂不成熟(如：尚无研发出相关参数的扣件或减振垫层等),可采用纵连轨枕的方法减缓钢轨波磨的产生和发展,此时纵连轨枕需满足两个条件：①轨枕片数大于或等于15片；②减振垫层阻尼大于或等于20kN·m/S。
ABSTRACT:With the development of the economic society of our country, the processes of urbanization become faster and increase the traffic demand. Urban rail transit with large volume, rapid, on time, convenience, safe and environmental friendly has become the first choice to solve the traffic congestion of cities. At the same time, to protect the sensitive regions along with the rail traffic (such as schools, hospitals, etc.) from vibration, more and more vibration reducing measures used in subway lines. Using ladder track to minimize the subway vibration is one of the most popular vibration reducing measures. However, serious track vibration and noise incidents were observed in some ladder track subway lines, even some abnormal rail corrugation were also observed. To solve the anomalies, this thesis analysis the generation mechanism and prevention measures based on summarizing the previous studies and researches. The research contents and conclusions main include:
(1) Wheelsets model (locomotive wheelset and vehicle wheelset) are developed. Vertical and torsional vibration receptance of wheelsets are carried out using the wheelsets models, and further analysize the effect of the electric machine locations and primary suspension parameters on wheelset vertical and torsional vibration receptance. The conclusions show that:(a) the effect of the electric machine locations on wheelset vertical vibration receptance is small and on wheelset torsional vibration receptance is large. The distance of electric machine and wheelset central is larger; the second order torsional resonance frequency is larger,(b) The primary suspension parameters only affect the wheelset first order vertical vibration receptance (rigid body vibration).
(2) Based on the field test, rail corrugation frequency on ladder track can be obtained. Ladder track vertical vibration receptance model and wheelset-ladder track coupling model are set up, then using these models, the ladder track vibration receptance and the relationship between ladder track vibration mode and rail corrugation are carried out. The conclusions show that the third order vertical resonance of ladder track is the main reason of rail corrugation, and the third order vertical resonance of ladder track is caused by second order bending vibration of ladder sleeper.
(3) Vehicle-ladder track coupling dynamic model is developed. Using this model, the ladder track main vibration characteristics with different speeds and axle loads are carried out. The conclusions show that the rail main vibration frequency cased by vehicle speed is close to the rail corrugation frequency except less than20km/h, and the effect of train axle load on rail main vibration frequency is small. So, changing the train speed (except less than20km/h) or axle load to solve the rail corrugation is not efficient.
(4) Based on the ladder track vibration receptance model and vehicle-track coupling modle, the effect of fastener parameters (fastener stiffness, fastener damping and fastener interval), ladder sleeper parameters (sleeper mass and sleeper length), and resilient material parameters (resilient material stiffness, resilient material damping and resilient material interval) on ladder track vertical vibration receptance, especially, on the third order vertical resonance of ladder track, the main reason of rail corrugation, are carried out. The conclusions show that it is difficult to minimize the chance of rail corrugation only changing one structure parameter. In order to minimize the chance of rail corrugation, optimizing the comprehensive properties of ladder track is needed.
(5) In order to minimize the chance of rail corrugation in operation subway lines, optimizing the4parameters of stiffness and damping of fastener and resilient material using genetic algorithms and multipoint approximation method are carried out, respectively. The conclusions show that changing the four parameters can minimize the chance of rail corrugation, and the recommended values are obtained.
(6) In order to avoid the wheel/rail resonance, control the ladder track vibration and prevent the generation of rail corrugation effectively, optimizing the7parameters of stiffness, interval and damping of fastener and resilient material and sleeper length using the multipoint approximation method are carried out. The conclusions show that changing the seven parameters can minimize the chance of rail corrugation, and the recommended values of these parameters are obtained.
(7) The results of optimizing the seven parameters are better than the results of optimizing the four parameters, and the results of optimizing the four parameters are better than the results of connecting ladder sleepers. So, It should be used the optimized results first in subway lines. If there are not conditions (e.g. there are not the fastners and resilient meterials with optimized parameters.), the method of connecting ladder sleepers could be used, but it should meet two conditions:①the number of connectiong ladder sleeper should be equal or greater than15.②the resilient material damping should be equal or greater than20kN·m/s.
(1)建立列车动车轮对和拖车轮对分析模型,分析轮对垂向振动和扭转振动特性,并进一步分析电机位置和一系悬挂参数对轮对垂向及扭转振动特性的影响。研究表明,电机位置对轮对垂向振动特性影响较小,而对其扭转振动特性影响较大,且电机设备距离轮对中心越远,轮对的二阶扭转共振频率越大；一系悬挂参数仅影响轮对一阶垂向振动特性(即刚体振动),而对其他频率振动特性影响较小。
(2)结合现场测试分析得知梯型轨道结构的钢轨波磨相关频率；建立梯型轨道结构振动传递特性分析模型和轮对-轨道系统耦合频域分析模型,分析了梯型轨道结构振动特性,并揭示了梯型轨道结构振动与钢轨波磨之间的密切关系。研究表明,梯型轨道结构共振和车轮的锤击循环作用是钢轨波磨产生和发展的主要原因。
(3)建立车辆-轨道耦合动力学模型,分析了不同行车速度和列车轴重所激起梯型轨道结构的主要振动特性。研究表明,除行车速度降至20km/h以下外,其他行车速度激起的钢轨主要振动频率均与钢轨波磨相关频率相近；列车轴重对梯型轨道结构的主要振动频率影响较小。
(4)分别利用梯型轨道结构振动传递特性分析模型和车辆-轨道耦合动力学模型,分析了扣件参数(包括扣件刚度、扣件阻尼及扣件间距),轨枕参数(包括轨枕质量、轨枕长度、轨枕截面高度和轨枕截面宽度),减振垫层参数(包括减振刚度、减振阻尼及减振间距)对梯型轨道结构振动特性的影响,尤其对引起钢轨波磨的轨道共振特性的影响进行了分析。研究表明,仅通过调整某一结构参数较难达到减缓钢轨波磨产生和发展的目的,需要进行各结构参数最优匹配的综合研究。
(5)为了减缓已运营线路中梯型轨道钢轨波磨的产生和发展,分别运用基因遗传算法和多点近似算法,对扣件刚度、扣件阻尼、减振垫层刚度及减振垫层阻尼等4个参数进行了综合优化分析。研究表明,可通过调整这4个参数达到控制梯型轨道结构振动,减缓钢轨波磨产生和发展的目的,并给出了各相应参数的建议值。
(6)为了在设计阶段有效避免轮／轨共振,控制轨道结构振动,并有效预防梯型轨道结构钢轨波磨的产生,利用多点近似算法,对扣件刚度、扣件阻尼、扣件间距、轨枕长度、减振垫层刚度、减振垫层阻尼及减振垫层间距等7个参数进行综合优化分析。研究表明,可通过调整这7个参数达到控制梯型轨道结构振动,预防钢轨波磨产生和发展的目的,并且给出了各相应参数的建议设计值。
(7)7参数优化结果优于4参数优化结果,4参数优化结果优于纵连轨枕结果,因此,在已运营线路上,应首先采用4参数优化结果,在尚未建设的梯型轨道结构上,应首先采用7参数优化结果,以减缓钢轨波磨的产生和发展。若条件暂不成熟(如：尚无研发出相关参数的扣件或减振垫层等),可采用纵连轨枕的方法减缓钢轨波磨的产生和发展,此时纵连轨枕需满足两个条件：①轨枕片数大于或等于15片；②减振垫层阻尼大于或等于20kN·m/S。
ABSTRACT:With the development of the economic society of our country, the processes of urbanization become faster and increase the traffic demand. Urban rail transit with large volume, rapid, on time, convenience, safe and environmental friendly has become the first choice to solve the traffic congestion of cities. At the same time, to protect the sensitive regions along with the rail traffic (such as schools, hospitals, etc.) from vibration, more and more vibration reducing measures used in subway lines. Using ladder track to minimize the subway vibration is one of the most popular vibration reducing measures. However, serious track vibration and noise incidents were observed in some ladder track subway lines, even some abnormal rail corrugation were also observed. To solve the anomalies, this thesis analysis the generation mechanism and prevention measures based on summarizing the previous studies and researches. The research contents and conclusions main include:
(1) Wheelsets model (locomotive wheelset and vehicle wheelset) are developed. Vertical and torsional vibration receptance of wheelsets are carried out using the wheelsets models, and further analysize the effect of the electric machine locations and primary suspension parameters on wheelset vertical and torsional vibration receptance. The conclusions show that:(a) the effect of the electric machine locations on wheelset vertical vibration receptance is small and on wheelset torsional vibration receptance is large. The distance of electric machine and wheelset central is larger; the second order torsional resonance frequency is larger,(b) The primary suspension parameters only affect the wheelset first order vertical vibration receptance (rigid body vibration).
(2) Based on the field test, rail corrugation frequency on ladder track can be obtained. Ladder track vertical vibration receptance model and wheelset-ladder track coupling model are set up, then using these models, the ladder track vibration receptance and the relationship between ladder track vibration mode and rail corrugation are carried out. The conclusions show that the third order vertical resonance of ladder track is the main reason of rail corrugation, and the third order vertical resonance of ladder track is caused by second order bending vibration of ladder sleeper.
(3) Vehicle-ladder track coupling dynamic model is developed. Using this model, the ladder track main vibration characteristics with different speeds and axle loads are carried out. The conclusions show that the rail main vibration frequency cased by vehicle speed is close to the rail corrugation frequency except less than20km/h, and the effect of train axle load on rail main vibration frequency is small. So, changing the train speed (except less than20km/h) or axle load to solve the rail corrugation is not efficient.
(4) Based on the ladder track vibration receptance model and vehicle-track coupling modle, the effect of fastener parameters (fastener stiffness, fastener damping and fastener interval), ladder sleeper parameters (sleeper mass and sleeper length), and resilient material parameters (resilient material stiffness, resilient material damping and resilient material interval) on ladder track vertical vibration receptance, especially, on the third order vertical resonance of ladder track, the main reason of rail corrugation, are carried out. The conclusions show that it is difficult to minimize the chance of rail corrugation only changing one structure parameter. In order to minimize the chance of rail corrugation, optimizing the comprehensive properties of ladder track is needed.
(5) In order to minimize the chance of rail corrugation in operation subway lines, optimizing the4parameters of stiffness and damping of fastener and resilient material using genetic algorithms and multipoint approximation method are carried out, respectively. The conclusions show that changing the four parameters can minimize the chance of rail corrugation, and the recommended values are obtained.
(6) In order to avoid the wheel/rail resonance, control the ladder track vibration and prevent the generation of rail corrugation effectively, optimizing the7parameters of stiffness, interval and damping of fastener and resilient material and sleeper length using the multipoint approximation method are carried out. The conclusions show that changing the seven parameters can minimize the chance of rail corrugation, and the recommended values of these parameters are obtained.
(7) The results of optimizing the seven parameters are better than the results of optimizing the four parameters, and the results of optimizing the four parameters are better than the results of connecting ladder sleepers. So, It should be used the optimized results first in subway lines. If there are not conditions (e.g. there are not the fastners and resilient meterials with optimized parameters.), the method of connecting ladder sleepers could be used, but it should meet two conditions:①the number of connectiong ladder sleeper should be equal or greater than15.②the resilient material damping should be equal or greater than20kN·m/s.
引文
1 本章主要内容已发表于Journal of Central South University (SCI检索,DOI:10.1007/s11771-012-1327-4).
(?) 本章主要内容已发表于Journal of Rail and Rapid Transit (SCI检索,DOI:10.1177/0954409712472329).
§ 本章主要内容已发表于Journal of Vibration and Control (SCI检索,DOI:10.1177/1077546313480539).
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(?) 本章主要内容已发表于Journal of Rail and Rapid Transit (SCI检索,DOI:10.1177/0954409712472329).
§ 本章主要内容已发表于Journal of Vibration and Control (SCI检索,DOI:10.1177/1077546313480539).
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