| 重载轨道曲线几何参数对轮轨耦合动力特性的影响 |
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| 引用本文： | 杨春雷,黄运华,丁军君.重载轨道曲线几何参数对轮轨耦合动力特性的影响[J].交通运输工程学报,2021,21(3):215-227. |
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| 作者姓名： | 杨春雷 黄运华 丁军君 |
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| 作者单位： | 1.湖北民族大学 信息工程学院，湖北 恩施 4450002.西南交通大学 机械工程学院，四川 成都 610031 |
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| 基金项目： | 国家重点研发计划项目2016YFB1200501国家自然科学基金项目51965016 |
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| 摘 要： | 基于车辆-轨道耦合动力学理论，根据中国最近研制的27 t轴重侧架交叉支撑转向架及C80E型通用敞车的实际结构和重载铁路曲线轨道结构特点及其技术规范要求，建立了曲线轨道的重载铁路货车-轨道耦合动力学模型；基于新型快速数值积分方法、Hertz非线性弹性接触理论和Shen-Hedrick-Elkins非线性轮轨蠕滑理论，应用计算机仿真计算了不同工况下重载货车曲线通过时的轮轨耦合动力特性，分析了曲线半径、缓和曲线长度和外轨超高等曲线几何参数对重载货车轮轨动力作用的影响。分析结果表明:曲线半径在400~800 m范围内变化时对轮轨动力影响极为明显，而当曲线半径大于800 m后其影响逐渐弱化，重载铁路曲线半径一般不应小于800 m；增加缓和曲线长度能在一定程度上降低重载货车轮轨动力作用，但其作用效果存在长度拐点，拐点前效果明显，拐点后影响甚微，且曲线半径和运行速度都会影响拐点的具体位置，建议根据拐点位置来确定不同曲线半径线路的最小缓和曲线长度；过大的欠超高或过超高均会加剧重载货车曲线通过时的轮轨动力作用，但在欠超高为-20~0 mm时重载货车的综合轮轨动力响应相对较小，即保持货车以适当的欠超高(-20~0 mm)通过曲线有利于降低轮轨动力和磨耗，这与中国铁路工程运输实际设置的欠超高取值范围一致。
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| 关 键 词： | 车辆工程 侧架交叉支撑转向架 快速数值积分方法 计算机仿真 重载曲线线路 曲线几何参数 轮轨动力特性 |
| 收稿时间： | 2020-12-22 |
Influences of curve geometric parameters of heavy haul track on wheel/rail coupling dynamic characteristics |
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| YANG Chun-lei,HUANG Yun-hua,DING Jun-jun.Influences of curve geometric parameters of heavy haul track on wheel/rail coupling dynamic characteristics[J].Journal of Traffic and Transportation Engineering,2021,21(3):215-227. |
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| Authors: | YANG Chun-lei HUANG Yun-hua DING Jun-jun |
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| Affiliation: | 1.School of Information Engineering, Hubei Minzu University, Enshi 445000, Hubei, China2.School of Mechanical Engineering, Southwest Jiaotong University, Chengdu 610031, Sichuan, China |
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| Abstract: | Based on the theory of vehicle-track coupling dynamics, a model of coupling dynamics heavy haul railway freight vehicle-curved track was established according to the actual structures of 27 t axle heavy side-frame cross-bracing bogie and C80E universal gondola recently developed by China. The structural characteristics and technical specification requirements of heavy haul railway curved track was also considered. When heavy haul freight vehicles traveled over curved tracks under different working conditions, the wheel/rail coupling dynamic characteristics were computationally simulated based on the novel fast numerical integration method, the Hertzian theory of nonlinear elastic contact, and the Shen-Hedrick-Elkins nonlinear wheel/rail creep theory. The effects of curve geometric parameters, such as the curve radius, transition curve length, and superelevation of outer rail, on the wheel/rail dynamic interaction of heavy haul freight vehicles were analyzed. Analysis results show that when the curve radius varies between 400 and 800 m, its influence on the wheel/rail dynamic interaction is extremely significant. When the curve radius is greater than 800 m, the influence gradually weakens. Thus, the curve radius of heavy haul track should generally exceed 800 m. Increasing the transition curve length can reduce the wheel/rail dynamic interaction of heavy haul freight vehicles to a certain extent. However, there exists a length inflection point, prior to which the reduction is evident and after which it is minimal. In addition, both the curve radius and operating speed affect the specific position of inflection point. The minimum transition curve lengths for curved railways with different radii should be determined based on the positions of inflection points. A significantly inadequate superelevation or surplus superelevation will aggravate the wheel/rail dynamic interaction of heavy haul freight vehicles when they travel over curved tracks. However, when the inadequate superelevation is between -20 and 0 mm, the comprehensive wheel/rail dynamic response of heavy haul freight vehicles is relatively minor. In other words, the heavy haul freight vehicles passing over curved tracks at a properly inadequate superelevation (-20 mm to 0 mm) is beneficial for reducing the dynamic interaction and wear of wheel/rail. This is consistent with the actual range of inadequate superelevation specified by the railway engineering transportation department of China. 4 tabs, 7 figs, 51 refs. |
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