高速道岔几何不平顺动力分析及其控制方法研究
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摘要
高速道岔几何形位的控制是道岔在铺设和养护维修阶段确保道岔高平顺性的关键。本文在参考国内外相关研究的基础上,对道岔区几何不平顺的控制方法及其对行车安全性和平稳性的影响进行了系统的研究,其主要内容如下：
1.几何不平顺对道岔区轮轨接触几何关系的影响分析
利用三次样条插值对道岔区各控制断面的轮廓进行了拟合,并实现了对任意非控制断面轮廓的插值,在此基础上运用区间线路轮轨几何关系的基本原理,编制了道岔区轮轨接触几何子程序。运用该程序分析了车轮沿道岔方向前进时轮对的摇头角以及道岔区轨道的方向、轨距、水平等几何不平顺对轮轨接触关系的影响。结果表明：即使不存在几何不平顺,道岔区内轮轨几何关系也会发生变化,而方向、水平不平顺可能会使道岔的结构不平顺进一步扩大,合适的轨距加宽能改善道岔的结构不平顺。
2.建立了车辆-道岔耦合振动模型
该模型中的车辆子系统由一个车体、两个转向架和四个轮对共七个刚体以及一二系悬挂所组成,对于车体和转向架考虑了侧滚、点头、摇头、横移和沉浮5个自由度,对于轮对考虑了侧滚、摇头、横移和沉浮4个自由度,即共有31个自由度,在组建车辆子系统的方程时,对哈密尔顿原理中现有的“对号入座”法则进行了改进,使之与有限元分析中的计算机编码法相统一。道岔子模型包含了道岔系统的各个部件,并考虑了尖轨和心轨的变截面特性,考虑了间隔铁、顶铁、连杆、外锁闭装置等部件的参振,考虑了滑床台对尖轨、心轨的非线性支承。实现了轮轨接触几何关系的动态计算,将动态计算出的道岔的结构不平顺与几何不平顺进行叠加,并作为系统的激励。
3.车辆-道岔耦合振动特性及受几何不平顺的影响分析
采用本文编制的仿真程序,分析了列车直向和侧向通过道岔时的动力学特性,并讨论了几何不平顺对行车安全性与平稳性的影响。结果表明：当列车直逆向过岔时,其垂向振动比横向振动激烈得多,且在转辙器部分的横向振动、辙叉部分的垂向振动比其它部分更激烈,应更注重辙叉部分高低不平顺、转辙器部分方向不平顺的控制;当列车侧逆向过岔时,其横向振动比垂向振动激烈得多,且这主要由道岔侧股导曲线上无外轨超高、圆曲线前无缓和曲线而引起的,道岔结构不平顺的影响较小.因此应根据列车的安全性和平稳性等指标来给定道岔侧股几何不平顺的控制标准,而不应采用直股或相应普通线路的控制标准。
4.轨道几何不平顺控制方法研究
提出并验证了在不同轨道不平顺控制方法控制下轨道不平顺谱范围的计算方法,从轨道不平顺谱的角度对几何不平控制方法进行研究,得出各种轨道不平顺控制方法的优劣,并结合几何不平顺条件下车辆-道岔振动特性分析的结果,提出了我国高速铁路无砟轨道区间线路及道岔区几何不平顺静态控制标准建议值。
5.无砟轨道道岔几何形位精调软件的研究
首先提出了利用轨道高程和平面的绝对偏差值来计算轨道高低和方向平顺性控制指标的新方法,并通过与用三维坐标计算的精确结果的对比验证了该方法的正确性。该方法能反映出调后模拟值、调前实测值和调整值的本质关系,且计算简单,有利于调整值的给出。之后,在系统分析道岔各几何形位的基础上,开发了无砟轨道道岔几何形位精调软件。目前该软件固化于江西日月明铁道设备开发有限公司生产的轨道几何状态测量仪中,已应用于实际无砟道岔的精调。现场应用结果表明,该软件用户界面友好,可操作性好,响应速度快,所计算出的调整建议值科学合理,便于实际工程的应用和推广
Geometric status control for high-speed turnout is the key to ensure the high regularity of the turnout during its maintenance phase. This paper, based on those former works worldwide, systematically studies the control techniques for geometric irregularity of the turnout and its influence on the security and the comfort of travelling, mainly focusing on these subjects:
1. Influence of geometric irregularity on the contact relationship in the turnout zone
The cubic spline interpolation is used to fit the profile of crucial sections in the turnout zone, and this is also applied on the other non-crucial sections. Furthermore, according to the basic theories of the wheel-rail geometric relationships, a subprogram for the turnout wheel-rail contact is designed. This program calculates the influences of geometric irregular factors on wheel-rail contact relations, such as yaw angle of the wheel-set, lateral profile irregularities, track gauges, and track horizontality. The calculating results reveal that:even if the geometric irregularities does not exist, the wheel-rail relationship still varies, and the lateral profile irregularities and track horizontality will enlarge the structural irregularity of the turnout, which can be ameliorated by suitable gauge widening.
2. Establish a vehicle-turnout coupled vibration model
In this model, the subsystem of the vehicle consists of one vehicle, two bogies, and four wheel-sets, totally seven rigid bodies, a primary suspension and a secondary suspension, therefore31degrees of freedom are considered:a vehicle or a bogie has5degrees of freedom:side-roll, pitch, yaw, horizontal and vertical movement, and a wheel-set has4degrees:side-roll, yaw. horizontal and vertical movement. During the formation of the equation of vehicle subsystem, the'"set-in-right-position" rules in the Hamilton principle is improved, to accord with the numeration rules in the finite element method. The sub-model of the turnout contains various parts of real turnout, considering the non-uniform section features of point rails and frog rails, the spacer block, the jacking block, the connecting rod and external locking devices, and also considers non-linear bearings of the sliding bed to the point rails and frog rails. Dynamic calculations of the geometric wheel-rail contact are realized, giving out the structural irregularity of the switch, which is added to the geometric irregularity to form the excitation of the system.
3. Characteristics of the vehicle-turnout coupled vibrations and the influences of the geometric irregularity
Adopting the program developed during this research, this article analyzes the dynamic characteristics of the vehicle and turnout while the train travels through the turnout straightly or by the sideline, and discusses the influences of the geometric irregularity on traffic security and comfort. The results show that while passing straightly. the vertical vibrations are more vigorous than the transverse vibrations and the lateral vibrations in the point rails and the vertical vibrations in the frog rails are more intense than the other positions, therefore the control of the lateral profile irregularities in the point rails and the vertical profile irregularities in the frog rails should be more noticed. While passing by the sideline, the lateral vibrations are more intense than the vertical vibrations, and are mainly caused by the lack of super elevation of outer rail on the sideline guide curve and the lack of transition curve on the circular curve. The influences of the structural irregularities on the vibrations of the switch are relatively small. And therefore, the standards of control on the geometric irregularity of the turnout in the sideline should be based not on those common standards for straight line and normal rail lines, but on the security and comfort of travelling.
4. Control method for the track geometric irregularity
A method for calculating the track irregularity spectrum are proposed and validated on different railways, using different methods of irregularity control. From the aspect of the track irregularity spectrum, this article studies the track irregularity control methods, and discusses the pros and cons of these methods. Finally some standard values are proposed by combining the characteristics of vehicle-turnout vibrations, these values are recommended specially for the static control of geometric status on the high-speed railway ballastless track, either in the turnout zone or in the interval sections on rail lines.
5. Design of a software for precise adjustments of ballasteless turnout geometry status
A new method for calculating control index of lateral and vertical profile irregularities is firsty proposed by adopting the absolute deviations of the altitudes and horizontal coordinates, and a comparison with the accurate calculating results in the three-dimensional coordinate has proved the correctness of this new method. This method can simply present the relationships among the actual measured values, simulated values and the adjust values. And based on systematic analysis on geometric status, the software'"Adjustment of Ballasteless Turnout Geometry Status" is developed. This software, fixed in the geometric status measure apparatus which is produced by Jiangxi Riyueming Railway Equipment Development Co., Ltd., has been applied in actually adjusting of ballastless railway turnout. Field application results show that this software is user-friendly, well operable, fast response and the proposed adjustment values are rational, proving it to be valuable for more applications and popularizes.
1.几何不平顺对道岔区轮轨接触几何关系的影响分析
利用三次样条插值对道岔区各控制断面的轮廓进行了拟合,并实现了对任意非控制断面轮廓的插值,在此基础上运用区间线路轮轨几何关系的基本原理,编制了道岔区轮轨接触几何子程序。运用该程序分析了车轮沿道岔方向前进时轮对的摇头角以及道岔区轨道的方向、轨距、水平等几何不平顺对轮轨接触关系的影响。结果表明：即使不存在几何不平顺,道岔区内轮轨几何关系也会发生变化,而方向、水平不平顺可能会使道岔的结构不平顺进一步扩大,合适的轨距加宽能改善道岔的结构不平顺。
2.建立了车辆-道岔耦合振动模型
该模型中的车辆子系统由一个车体、两个转向架和四个轮对共七个刚体以及一二系悬挂所组成,对于车体和转向架考虑了侧滚、点头、摇头、横移和沉浮5个自由度,对于轮对考虑了侧滚、摇头、横移和沉浮4个自由度,即共有31个自由度,在组建车辆子系统的方程时,对哈密尔顿原理中现有的“对号入座”法则进行了改进,使之与有限元分析中的计算机编码法相统一。道岔子模型包含了道岔系统的各个部件,并考虑了尖轨和心轨的变截面特性,考虑了间隔铁、顶铁、连杆、外锁闭装置等部件的参振,考虑了滑床台对尖轨、心轨的非线性支承。实现了轮轨接触几何关系的动态计算,将动态计算出的道岔的结构不平顺与几何不平顺进行叠加,并作为系统的激励。
3.车辆-道岔耦合振动特性及受几何不平顺的影响分析
采用本文编制的仿真程序,分析了列车直向和侧向通过道岔时的动力学特性,并讨论了几何不平顺对行车安全性与平稳性的影响。结果表明：当列车直逆向过岔时,其垂向振动比横向振动激烈得多,且在转辙器部分的横向振动、辙叉部分的垂向振动比其它部分更激烈,应更注重辙叉部分高低不平顺、转辙器部分方向不平顺的控制;当列车侧逆向过岔时,其横向振动比垂向振动激烈得多,且这主要由道岔侧股导曲线上无外轨超高、圆曲线前无缓和曲线而引起的,道岔结构不平顺的影响较小.因此应根据列车的安全性和平稳性等指标来给定道岔侧股几何不平顺的控制标准,而不应采用直股或相应普通线路的控制标准。
4.轨道几何不平顺控制方法研究
提出并验证了在不同轨道不平顺控制方法控制下轨道不平顺谱范围的计算方法,从轨道不平顺谱的角度对几何不平控制方法进行研究,得出各种轨道不平顺控制方法的优劣,并结合几何不平顺条件下车辆-道岔振动特性分析的结果,提出了我国高速铁路无砟轨道区间线路及道岔区几何不平顺静态控制标准建议值。
5.无砟轨道道岔几何形位精调软件的研究
首先提出了利用轨道高程和平面的绝对偏差值来计算轨道高低和方向平顺性控制指标的新方法,并通过与用三维坐标计算的精确结果的对比验证了该方法的正确性。该方法能反映出调后模拟值、调前实测值和调整值的本质关系,且计算简单,有利于调整值的给出。之后,在系统分析道岔各几何形位的基础上,开发了无砟轨道道岔几何形位精调软件。目前该软件固化于江西日月明铁道设备开发有限公司生产的轨道几何状态测量仪中,已应用于实际无砟道岔的精调。现场应用结果表明,该软件用户界面友好,可操作性好,响应速度快,所计算出的调整建议值科学合理,便于实际工程的应用和推广
Geometric status control for high-speed turnout is the key to ensure the high regularity of the turnout during its maintenance phase. This paper, based on those former works worldwide, systematically studies the control techniques for geometric irregularity of the turnout and its influence on the security and the comfort of travelling, mainly focusing on these subjects:
1. Influence of geometric irregularity on the contact relationship in the turnout zone
The cubic spline interpolation is used to fit the profile of crucial sections in the turnout zone, and this is also applied on the other non-crucial sections. Furthermore, according to the basic theories of the wheel-rail geometric relationships, a subprogram for the turnout wheel-rail contact is designed. This program calculates the influences of geometric irregular factors on wheel-rail contact relations, such as yaw angle of the wheel-set, lateral profile irregularities, track gauges, and track horizontality. The calculating results reveal that:even if the geometric irregularities does not exist, the wheel-rail relationship still varies, and the lateral profile irregularities and track horizontality will enlarge the structural irregularity of the turnout, which can be ameliorated by suitable gauge widening.
2. Establish a vehicle-turnout coupled vibration model
In this model, the subsystem of the vehicle consists of one vehicle, two bogies, and four wheel-sets, totally seven rigid bodies, a primary suspension and a secondary suspension, therefore31degrees of freedom are considered:a vehicle or a bogie has5degrees of freedom:side-roll, pitch, yaw, horizontal and vertical movement, and a wheel-set has4degrees:side-roll, yaw. horizontal and vertical movement. During the formation of the equation of vehicle subsystem, the'"set-in-right-position" rules in the Hamilton principle is improved, to accord with the numeration rules in the finite element method. The sub-model of the turnout contains various parts of real turnout, considering the non-uniform section features of point rails and frog rails, the spacer block, the jacking block, the connecting rod and external locking devices, and also considers non-linear bearings of the sliding bed to the point rails and frog rails. Dynamic calculations of the geometric wheel-rail contact are realized, giving out the structural irregularity of the switch, which is added to the geometric irregularity to form the excitation of the system.
3. Characteristics of the vehicle-turnout coupled vibrations and the influences of the geometric irregularity
Adopting the program developed during this research, this article analyzes the dynamic characteristics of the vehicle and turnout while the train travels through the turnout straightly or by the sideline, and discusses the influences of the geometric irregularity on traffic security and comfort. The results show that while passing straightly. the vertical vibrations are more vigorous than the transverse vibrations and the lateral vibrations in the point rails and the vertical vibrations in the frog rails are more intense than the other positions, therefore the control of the lateral profile irregularities in the point rails and the vertical profile irregularities in the frog rails should be more noticed. While passing by the sideline, the lateral vibrations are more intense than the vertical vibrations, and are mainly caused by the lack of super elevation of outer rail on the sideline guide curve and the lack of transition curve on the circular curve. The influences of the structural irregularities on the vibrations of the switch are relatively small. And therefore, the standards of control on the geometric irregularity of the turnout in the sideline should be based not on those common standards for straight line and normal rail lines, but on the security and comfort of travelling.
4. Control method for the track geometric irregularity
A method for calculating the track irregularity spectrum are proposed and validated on different railways, using different methods of irregularity control. From the aspect of the track irregularity spectrum, this article studies the track irregularity control methods, and discusses the pros and cons of these methods. Finally some standard values are proposed by combining the characteristics of vehicle-turnout vibrations, these values are recommended specially for the static control of geometric status on the high-speed railway ballastless track, either in the turnout zone or in the interval sections on rail lines.
5. Design of a software for precise adjustments of ballasteless turnout geometry status
A new method for calculating control index of lateral and vertical profile irregularities is firsty proposed by adopting the absolute deviations of the altitudes and horizontal coordinates, and a comparison with the accurate calculating results in the three-dimensional coordinate has proved the correctness of this new method. This method can simply present the relationships among the actual measured values, simulated values and the adjust values. And based on systematic analysis on geometric status, the software'"Adjustment of Ballasteless Turnout Geometry Status" is developed. This software, fixed in the geometric status measure apparatus which is produced by Jiangxi Riyueming Railway Equipment Development Co., Ltd., has been applied in actually adjusting of ballastless railway turnout. Field application results show that this software is user-friendly, well operable, fast response and the proposed adjustment values are rational, proving it to be valuable for more applications and popularizes.
引文
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