基于轮轨垂向力的波磨干预程度量化方法及应用

牛留斌; 吴宁; 蒋曙光

doi:10.19818/j.cnki.1671-1637.2025.04.011

基于轮轨垂向力的波磨干预程度量化方法及应用

doi: 10.19818/j.cnki.1671-1637.2025.04.011

1.
中国铁道科学研究院集团有限公司基础设施检测研究所，北京 100081
2.
中国铁道科学研究院集团有限公司机车车辆研究所，北京 100081

基金项目:

国家重点研发计划 2022YFB2602900

中国铁道科学研究院集团有限公司科研项目 2023YJ038

中国铁道科学研究院集团有限公司科研项目 2023YJ299

详细信息

作者简介:
牛留斌(1980-)，男，河南鄢陵人，中国铁道科学研究院集团有限公司高级工程师，从事轨道管理及轮轨动力学研究

中图分类号: U216.3
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- 被引次数: 0
出版历程
- 收稿日期: 2024-03-11
- 录用日期: 2025-03-29
- 修回日期: 2024-11-19
- 刊出日期: 2025-08-28

Quantitative method and application of corrugation intervention degree based on wheel-rail vertical force

1.
Infrastructure Inspection Research Institute, China Academy of Railway Sciences Co., Ltd., Beijing 100081, China
2.
Locomotive and Rolling Stock Research Institute, China Academy of Railway Sciences Co., Ltd., Beijing 100081, China

Funds:

National Key R&D Program of China 2022YFB2602900

Research Project of China Academy of Railway Sciences Group Co., Ltd. 2023YJ038

Research Project of China Academy of Railway Sciences Group Co., Ltd. 2023YJ299

More Information

Corresponding author: NIU Liu-bin (1980-), male, senior engineer, nlb@rails.cn

Article Text (Baidu Translation)

摘要

摘要: 为了获取钢轨波磨待治理干预程度和轮轨垂向力之间映射关系，以中国典型高铁线路和服役车辆悬挂参数建立轮轨动力学模型，精细化建构钢轨波磨区段轨面不平顺，考虑了随机短波不平顺和车轮不圆顺的影响，通过高铁线路实测波磨区段轮轨垂向力验证轮轨动力学模型数值计算的准确性；仿真研究300 km·h^-1时4组波长算例下钢轨波磨激励的轮轨垂向力及其时频域分布特性，分析了不同波长工况下轮轨垂向力随谷深值的变化趋势，揭示了不考虑波磨激励特性时轮轨垂向力评价指标的不适应性；拟合了波长在40~300 mm内波磨在打磨整治预限值和重度损伤阈值工况下轮轨垂向力与波长之间映射关系，分析了钢轨固有振动模态及轮轨接触行为等因素对上述映射特性的影响；对轮轨垂向力数据进行波长加权，获取波磨干预值指标用于量化波磨严重程度，提出实测轮轨垂向力获取干预值的计算流程，最终实现了面向实际线路上40~300 mm波长范围的波磨识别和干预程度评估算法。研究结果表明：波磨干预值在高铁线路58组波磨样本实测谷深值和干预值对比中，波磨状态评价的准确度为91.4%；波磨干预值综合考虑了波磨波长激励特性和轮轨垂向力学行为，在波磨识别和严重程度评价方面具有良好应用效果。研究成果可为300 km·h^-1高铁线路波磨激励特性、状态评价和打磨治理决策提供科学支撑。
- 轨道管理 /
- 钢轨波磨 /
- 轮轨动力学模型 /
- 轮轨垂向力 /
- 响应评价 /
- 打磨整治决策
Abstract: To obtain the mapping relationship between the intervention degree to be ground for rail corrugation and the wheel-rail vertical force, a wheel-rail dynamics model was built based on the suspension parameters of typical high-speed railways and service vehicles in China. The rail surface irregularity of the corrugation section was finely constructed, with the effects of random short-wave irregularities and wheel out-of-roundness considered. The numerical calculation accuracy of the wheel-rail dynamics model was verified by measured wheel-rail vertical force in corrugation sections of high-speed railways. The wheel-rail vertical forces excited by rail corrugation under four wavelength conditions at 300 km·h^-1 were simulated. The time-frequency domain distribution characteristics were analyzed. The variation of wheel-rail vertical force with valley depth under different wavelengths was analyzed. The inadaptability of the wheel-rail vertical force evaluation index was revealed when the excitation characteristics of corrugation were not considered. The mapping relationships between wheel-rail vertical force and corrugation with wavelength within 40-300 mm were fitted under the conditions of grinding management threshold and severe damage threshold. The influences of rail natural vibration modes and wheel-rail contact behavior on the mapping characteristics were analyzed. A corrugation intervention index was introduced by wavelength weighting of the wheel-rail vertical force to quantify the corrugation severity. A calculation process for deriving the intervention index from measured wheel-rail vertical force was proposed. An algorithm was developed to identify corrugation and evaluate its intervention degree on actual railways in the 40-300 mm wavelength range. Analysis results show that, with comparison of 58 measured corrugation samples, the accuracy of corrugation evaluation based on the intervention index reaches 91.4%. The intervention index comprehensively considers the excitation characteristics of the corrugation wavelength and the mechanical behavior of the wheel-rail vertical force. It has good application performance in corrugation identification and severity evaluation. These results provide scientific support for understanding corrugation excitation characteristics, evaluating corrugation states, and making-decisions for rail grinding on actual high-speed railways.
- track management /
- rail corrugation /
- wheel-rail dynamics model /
- wheel-rail vertical force /
- response evaluation /
- grinding decision-making

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图 1 轮轨动力学模型结构

Figure 1. Structure of wheel-rail dynamics model

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图 2 轮轨动力学模型实体单元构成与网格划分

Figure 2. Solid elements and meshing of wheel-rail dynamics model

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图 3 波磨区段轨面状态

Figure 3. Rail surface condition in corrugated section

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图 4 波磨模型

Figure 4. Rail corrugation model

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图 5 速度为300 km·h^-1时4种仿真工况下轮轨垂向力仿真结果

Figure 5. Simulated wheel-rail vertical forces under four load cases at 300 km·h^-1

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图 6 轮轨力检测系统测力装备

Figure 6. Measuring equipment of wheel-rail force detection system

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图 7 用于模型验证的波磨区段轨面不平顺及频谱

Figure 7. Rail surface irregularity and spectrum in corrugated section for model validation

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图 8 实测轮轨垂向力与仿真结果时频域对比

Figure 8. Time-frequency comparison between measured and simulated wheel-rail vertical forces

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图 9 轮轨垂向力上包络线及P₉₅计算示意

Figure 9. Upper envelope of wheel-rail vertical force and P₉₅ calculation

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图 10 4种波长条件下轮轨垂向力及P₉₅随波磨谷深值变化

Figure 10. Variation of wheel-rail vertical force and P₉₅ with corrugation depth under four sets of wavelengths

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图 11 两组谷深工况下P₉₅指标与波长关系曲线

Figure 11. Relationship curves between P₉₅ and wavelength under two corrugation depths

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图 12 钢轨Pinned-Pinned共振模态振型云图

Figure 12. Vibration mode of Pinned-Pinned rail resonance

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图 13 波磨区段样本上干预值F_Ⅰ分布

Figure 13. Distribution of intervention index F_Ⅰ on corrugation samples

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图 14 第28号波磨样本对应的轮轨垂向力、时频及轨面状态

Figure 14. Wheel-rail vertical force, time-frequency and rail surface of corrugation sample No.28

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表 1 轮轨动力学模型主要参数列表

Table 1. Main parameters of wheel-rail dynamics model

参数名称		量值	参数名称		量值
轮轨材料	泊松比	0.3	一系悬挂弹簧	垂向刚度/(kN·mm^-1)	1.04
	密度/(mg·mm^-3)	7.8		垂向阻尼/(N·s·mm^-1)	40.0
	弹性模量/GPa	210.0		横向刚度/(kN·mm^-1)	0.98
	切线模量/GPa	21.0	扣件等效弹簧	刚度/(kN·mm^-1)	20.0
	屈服强度/MPa	542.0	扣件等效弹簧	阻尼/(N·s·mm^-1)	50.0
轨道板	泊松比	0.25	混凝土道床材料	泊松比	0.16
	密度/(mg·mm^-3)	2.4		密度/(mg·mm^-3)	2.4
	弹性模量/GPa	34.5		弹性模量/GPa	32.5
CA砂浆材料	泊松比	0.2	单位长度钢轨质量/(g·mm^-1)		60.64
	密度/(mg·mm^-3)	1.6	质量块(含等效车体)/t		5.9
	弹性模量/GPa	8.0	轮轨摩擦因数		0.30
静轮重/kN		67.0	轨枕间距/mm		648.0
轮对滚动圆半径/mm		430	轮对空心轴半径/mm		30

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表 2 实测轮轨垂向力与仿真结果统计对比

Table 2. Statistical comparisons of measured and simulated wheel-rail vertical forces

项目	最大值/kN	最小值/kN	平均值/kN	有效值/kN	主频/Hz
仿真结果	104.306	29.642	71.227	28.685	623.7
实测数据	103.978	29.271	68.793	29.705	627.1
相对误差/%	0.31	1.25	3.42	3.56	0.55

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表 3 四种波长工况下部分P₉₅指标统计结果

Table 3. Statistical results of P₉₅ under 4 wavelength conditions

d/mm	不同波长(mm)下的P₉₅指标/kN
d/mm	60	120	180	240
0.04	81.93	76.48	72.90	72.12
0.08	95.93	85.62	77.88	75.98
0.12	108.35	94.97	82.90	79.71
0.16	115.63	104.60	87.96	83.47
0.20	119.71	114.09	93.07	87.13

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表 4 曲线Ⅰ和曲线Ⅱ中P₉₅取值

Table 4. P₉₅ values in curve Ⅰ and curve Ⅱ kN

波长/mm	曲线Ⅰ	曲线Ⅱ	波长/mm	曲线Ⅰ	曲线Ⅱ
40	87.01	98.86	172	79.06	95.85
44	91.73	106.60	176	78.40	93.81
48	94.37	111.25	180	77.88	93.07
52	95.80	112.87	184	78.15	94.32
56	96.74	117.99	188	78.22	94.39
60	95.93	119.71	192	77.29	92.04
64	95.38	121.80	196	76.85	90.69
68	95.19	123.99	200	76.55	90.31
72	97.83	127.21	204	76.44	89.79
76	99.74	127.94	208	76.28	89.33
80	100.40	128.74	212	76.06	88.89
84	101.04	130.42	216	76.50	88.84
88	98.85	131.64	220	76.81	89.13
92	96.83	127.87	224	76.36	88.26
96	94.02	128.19	228	76.05	88.05
100	92.37	126.00	232	76.13	87.69
104	90.61	123.97	236	76.09	87.53
108	88.42	120.84	240	75.98	87.13
112	87.65	119.36	244	75.90	87.04
116	86.53	116.26	248	75.80	86.84
120	85.62	114.09	252	75.68	86.96
124	84.91	112.89	256	75.55	86.46
128	83.88	110.34	260	75.46	86.34
132	83.32	109.62	264	75.36	86.21
136	81.78	106.22	268	75.24	86.04
140	82.12	106.02	272	75.09	85.82
144	81.91	105.14	276	74.87	85.55
148	81.03	101.40	280	74.63	85.03
152	80.84	102.60	284	74.39	84.60
156	80.00	101.11	288	74.32	84.12
160	78.65	96.63	292	74.37	83.61
164	78.54	96.29	296	74.94	83.75
168	78.64	96.67	300	74.23	83.12

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