齿轨铁路导入装置动力学特性

利用大型有限元商业软件ABAQUS建立了车辆-齿轨铁路导入装置耦合动力学有限元模型；仿真了齿轨车辆通过齿轨铁路导入装置的过程，分析了车辆与齿轨铁路导入装置的动态相互作用；考虑不同参数的影响，研究了齿轨铁路导入装置振动响应、结构应力、动态接触力等动态特性响应规律。研究结果表明：随着支撑弹簧预紧力的增大，齿轮转速能更快达到与车速匹配的速度，且总体上同步装置振动与动态应力会增大，入齿装置振动和动态应力将减小，校正装置振动也将减小；确定合理的支撑弹簧预紧力，应综合考虑结构应力及振动水平，在本文计算工况中，建议预紧力取3 kN；齿轨铁路导入装置的最大振动速度为5.66 m·s^-1，振动速度最大均方根为1.31 m·s^-1，最大振动加速度为5 657.82 m·s^-2，振动加速度最大均方根为479.36 m·s^-2，都出现在支撑弹簧预紧力1 kN工况下；随着齿轮初始转速增加至车速，总体上同步装置垂向振动变化不大，纵向振动减小，齿轮初始转速越接近车速越好；列车通过速度越大，齿轮对整个齿轨铁路导入装置的冲击力越大，因此，确定合理的列车通过速度，应综合考虑冲击振动及行车效率，在计算的5和10 km·h^-1的速度中，建议通过速度为5 km·h^-1或者低于5 km·h^-1。

Dynamics characteristics of rack railway guiding equipment

The coupled dynamics finite element model of the vehicle-rack railway guiding equipment (RRGE) was established by using the large finite element commercial software ABAQUS. The whole process of vehicle passing through the RRGE was simulated, and the dynamic interaction between the vehicle and the RRGE was analyzed. Considering the influences of different parameters, the dynamic performance response laws such as the vibration response, structural stress and dynamic contact force of rack railway guiding equipment were studied. Research results indicate that as the increase of the supporting spring preload, the rotating speeds of the gear increase to the value that matching the train speed more promptly. And generally the vibrations and dynamic stress of the synchronous section increase, while both the vibrations and dynamic stress of the entry section and the vibration of the calibration section decrease. The reasonable supporting spring preload should be determined by considering the effect of structural stress and vibration level comprehensively. For the calculation scenarios in this paper, the reasonable supporting spring preload is recommended to be 3 kN. The vibration speed, the root mean square of the vibration speed, the vibration acceleration, and the root mean square of the vibration acceleration reach their maximum values (e.g. 5.66 m·s-1, 1.31 m·s-1, 5 657.82 m·s-2, 479.36 m·s-2) under the condition that the supporting spring preload is 1 kN. As the increase of the initial rotating speed of the gear up to the train speed, the vertical vibration of the synchronous section varies little in general, and the longitudinal vibration decreases, indicating that it is better to set the initial rotating speed of the gear equal to the train speed. The impact force acting to the RRGE structure from the gear increases with the increase of train speed, therefore, the reasonable train speed passing by the RRGE should be determined by considering the factors comprehensively such as the impact vibration and the operation efficiency. For the calculated speeds of 5 and 10 km·h-1, it is recommended that the reasonable train speed passing by the RRGE should be 5 km·h-1 or less. 5 tabs, 15 figs, 30 refs.