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王志强,雷震宇. 地铁直线轨道波磨成因及发展特性[J]. 科学技术与工程, 2020, 20(29): 12118-12124.
wangzhiqiang.The Cause and Development Characteristics of Straight Track Corrugation in Metro[J].Science Technology and Engineering,2020,20(29):12118-12124.
地铁直线轨道波磨成因及发展特性
The Cause and Development Characteristics of Straight Track Corrugation in Metro
投稿时间:2020-03-22  修订日期:2020-06-24
DOI:
中文关键词:  地铁  钢轨波磨  车辆-轨道耦合动力学  Pinned-Pinned共振  振动加速度级
英文关键词:metro  rail corrugation  vehicle-track coupled dynamic  Pinned-Pinned resonance  vibration acceleration level
基金项目:国家自然科学基金项目(面上项目,重点项目,重大项目)
     
作者单位
王志强 同济大学
雷震宇 同济大学
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中文摘要:
      为分析地铁直线段钢轨波磨的成因及发展特性,基于轨道结构有限元模型和车辆-轨道耦合动力学模型,运用模态分析和动力分析对钢轨波磨的产生和发展进行研究。结果表明:(1)实测波磨的线路条件和通过频率范围与Pinned-Pinned共振导致的响轨波磨接近,初步认为该区段发生的波磨可能为响轨波磨;(2)轨道结构模态分析发现,513.7Hz处的振动模态为轨道结构的横向Pinned-Pinned共振模态,1050.0Hz处的振动模态为轨道结构的垂向Pinned-Pinned共振模态;车辆-轨道耦合模型动力分析发现,钢轨垂向振动加速度级在中心频率500Hz和1000Hz处幅值较高,分别为69.7dB和70.1dB,且上述中心频率所对应的三分之一倍频程带宽为轨道结构发生Pinned-Pinned共振的频率范围,因此分析认为该线路上的钢轨波磨为轨道结构Pinned-Pinned共振所致的响轨波磨;(3)不同轨枕间距和运营速度下的钢轨垂向振动加速度级变化趋势基本一致,且中心频率500Hz和1000Hz处的钢轨垂向振动加速度级幅值较高。随着轨枕间距和运营速度的变化,500Hz和1000Hz处的钢轨垂向振动加速度级变化趋势相同;通过改变轨枕间距和运营速度,可以使得钢轨垂向振动加速度级发生明显变化,说明适当的轨枕间距(700mm左右)和运营速度(80km/h左右)能够有效的控制响轨波磨的产生和发展。
英文摘要:
      In order to analyze the cause and development characteristics of rail corrugation in metro straight section, based on the finite element model of track structure and the vehicle-track coupled dynamic model, modal analysis and dynamic analysis were used to study the generation and development of rail corrugation. The results are as follows. (1) The line condition and passing frequency range of measured corrugation are close to that of the roaring rails corrugation caused by Pinned-Pinned resonance. It is preliminarily considered that corrugation occurring in this section may be the roaring rails corrugation. (2) The modal analysis of track structure shows that the vibration mode at 513.7Hz is the transverse Pinned-Pinned resonance mode of track structure, and the vibration mode at 1050.0Hz is the vertical Pinned-Pinned resonance mode of track structure. The dynamic analysis of vehicle-track coupled model shows that the amplitude of rail vertical vibration acceleration levels are higher at the center frequency of 500Hz and 1000Hz, 69.7dB and 70.1dB respectively, and the one-third octave band width corresponding to above center frequencies are the frequency range of Pinned-Pinned resonance of track structure. Therefore, it is considered that rail corrugation on the line is caused by Pinned-Pinned resonance of track structure. (3) The changing trends of rail vertical vibration acceleration levels under different sleeper spacings and operating speeds are basically the same, and the amplitudes of rail vertical vibration acceleration levels at the center frequencies of 500Hz and 1000Hz are higher. With the change of sleeper spacings and operating speeds, the changing trends of rail vertical vibration acceleration levels at 500Hz and 1000Hz are the same. By changing the sleeper spacing and operating speed, the rail vertical vibration acceleration levels can be significantly changed, which shows that the appropriate sleeper spacing (about 700mm) and operating speed (about 80km/h) can effectively control the occurrence and development of rail corrugation.
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