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摘要: 针对高速列车的动力学性能评价标准中所涉及的评价内容、评价方法、评价指标及限值展开综述，围绕蛇行运动稳定性、脱轨安全性和运行平稳性展开标准分析和对比，包括ISO系列、UIC系列、EN系列、TSI系列、FRA系列、APTA系列和中国国标等法律规范、行业标准、技术规范等，指出不足或改进建议; 对具有代表性的动力学标准进行详细对比，包括新旧版本国标《机车车辆动力学性能评定及试验鉴定规范》(GB/T 5599)、国际铁路联盟Testing and Approval of Railway Vehicles from the Point of View of Their Dynamic Behaviour—Safety—Track Fatigue—Running Behaviour (UIC 518)、俄罗斯Railway Multiple Units—Durability and Dynamics Requirements (GOST/R 55495)等; 对北美FRA和APTA系列标准规定的理想轨道激励下动态响应、准静态性能评价方法等进行应用示范。研究结果表明：蛇行运动稳定性均通过构架横向加速度、构架力或轮轨力进行评判，而数值仿真、台架和线路试验需选择对应适用的方法; 结合现阶段中国高速列车的长期服役动力学性能，若列车以400 km·h-1及以上速度运行时，建议加速度滤波带宽仍采用0.5~10.0 Hz，幅值限值建议7 Hz以内为8 m·s-2，而7~9 Hz放宽至10 m·s-2，并持续10次、2 s或100 m; 针对爬轨脱轨安全性评估，现有标准均基于轮轨力和车轮抬升量进行动态和静态评判，但在指标限值、持续作用时间或运行距离上存在差异，建议采用车轮脱轨系数和轮重减载率的联合评判方法; 新版GB/T 5599删除了倾覆系数和轮轨横向力指标，放宽了轮重减载率限值，轮轴横向力限值维持不变; GOST/R 55495评价方法不区分车辆类型，采用构架力而非轮轨力对运行安全性进行评价，横垂向平稳性指标计算时采用相同的频域加权，且低频段加权带宽及幅值显著比GB/T 5599大，不对平稳性指标进行分级评价; 复兴号CR400BF动车组的运行安全性指标和平稳性指标同时满足GB/T 5599和GOST/R 55495标准要求; 采用北美标准对某160 km·h-1客车进行理想轨道激励下动态响应分析，8类不平顺激扰中的重复高低和单次高低不平顺工况较为恶劣，6个评价指标中的轮重减载率和车体垂向加速度容易超限。Abstract: The evaluation content, evaluation method, evaluation index and limit value involved in the dynamics performance assessment criteria were reviewed for high-speed trains. The criteria analysis and their comparisons were carried out regarding of hunting motion stability, derailment safety and ride quality, including legal documents, industry standards and technical specifications, for instance, ISO series, UIC series, EN series, TSI series, FRA series, APTA series and GB series standards, etc. Deficiencies or suggestions for improvement were pointed out. Detailed comparison among representative dynamics criteria were carried out, including new and old versions of the national standard Specification for Dynamic Performance Assessment and Testing Verification of Rolling Stock (GB/T 5599), the International Railway Union Testing and Approval of Railway Vehicles from the Point of View of Their Dynamic Behaviour—Safety—Track Fatigue—Ride Quality (UIC 518), and the Russian Railway Multiple Units—Durability and Dynamics Requirements (GOST/R 55495), etc. Applications of the dynamic response and quasi-static performance evaluation criteria under ideal track excitations specified by the North American FRA series and APTA series were demonstrated. Analysis result shows that the hunting motion stability is evaluated by the lateral acceleration of frame, frame force or the wheel/rail force, while the suitable method should be selected for the numerical simulation, bench test and on-track test. Regarding the long-term service dynamics performance of high-speed trains in China, it is recommended to set the frequency bandwidth of filtering as 0.5-10.0 Hz, the amplitude limit as 8 m·s-2 below 7 Hz and 10 m·s-2 for 7-9 Hz, the continuous over-limit times as 10 times, 2 s or 100 m in case of the high-speed trains are operated at 400 km·h-1 and above. For the safety assessment of rail climbing derailment, the existing standards are based on the wheel/rail force and wheel lift for dynamic and static evaluations, but there are differences in the index limit, time duration or running distance of action. It is recommended to use the derailment coefficient and wheel unloading coefficient to form a joint evaluation method. The new version of GB/T 5599 deletes the overturning coefficient and wheel/rail lateral force indicators, relaxes the limit of wheel unloading coefficient, and remains the wheel/axle lateral force limit unchanged. The evaluation method of GOST/R 55495 does not distinguish the vehicle types, and uses the frame force instead of wheel/rail force to evaluate the operational safety. A same frequency weighting is used for the calculation of lateral and vertical ride quality index, and the weighting bandwidth as well as the amplitude of low frequency band are significantly larger than that of GB/T 5599. GOST/R 55495 does not grade the ride quality index. The operational safety index and ride quality index of CR400BF Fuxing high-speed train both meet the requirements of GB/T 5599 and GOST/R 55495. The North American criterion was employed to analyze the dynamic response of a 160 km·h-1 passenger car under ideal track excitations. Among the eight types of irregularities, the repeated surface irregularities and single surface irregularities are relatively harsh. Among the six evaluation indicators, the wheel unloading coefficient and the vertical acceleration of car body easily exceed the limits. 9 tabs, 22 figs, 67 refs.
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Key words:
- high-speed train /
- vehicle dynamics /
- evaluation criterion /
- hunting stability /
- derailment safety /
- ride quality
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图 1 时域仿真计算蛇行临界速度
Figure 1. Calculation of hunting critical speed through time-domain simulation
图 2 升速法、降速法和恒速法计算蛇行临界速度
Figure 2. Calculation of hunting critical speed through increasing speed, decreasing speed and constant speed methods
图 8 构架端部测点偏移引起的加速度误差
Figure 8. Acceleration errors caused by offset of measuring points on frame end
图 10 Nadal和Weinstock脱轨系数限值对比
Figure 10. Comparison of limits of derailment coefficient between Nadal and Weinstock
图 11 JNR考虑持续时间的脱轨系数限值
Figure 11. Limits of derailment coefficient of JNR concerning duration time
图 15 平稳性指标、舒适度指标的测点位置
Figure 15. Measured positions of Sperling index and comfort index
图 16 GB/T 5599和Sperling频率加权函数
Figure 16. Frequency weighting functions of GB/T 5599 and Sperling
图 18 GB/T 5599和GOST/R 55495的安全性指标对比
Figure 18. Comparison of safety indexes between GB/T 5599 and GOST/R 55495
图 19 GB/T 5599和GOST/R 55495频率加权系数对比
Figure 19. Comparison of frequency weighting coefficients between GB/T 5599 and GOST/R 55495
图 20 GB/T 5599和GOST/R 55495平稳性指标对比
Figure 20. Comparison of Sperling indexes between GB/T 5599 and GOST/R 55495
图 21 MCAT特征谱分析的轨道激扰设置
Figure 21. Track excitations setting in MCAT characteristic spectrum analysis
表 1 标准中的蛇行运动稳定评价方法
Table 1. Hunting stability evaluation methods in criteria
标准 物理量 数据处理 限值 GB/T 5599 构架端部加速度峰值 带通滤波0.5~10.0 Hz 连续6次超过8 m·s-2 UIC 518、EN 14363 构架端部加速度均方根 带通滤波f0±2 Hz; 100 m滑移窗口; 滑移步长10 m (12-Mb/5)/2 轮轴力/构架力均方根 低通滤波20 Hz; 2 m滑动平均 (10+P0/3)/2 49CFR 213 构架端部加速度均方根 低通滤波10 Hz; 去趋势项; 滑移窗口2 s 持续2 s超过0.3g UIC 515-1 构架端部加速度峰值 低通滤波10 Hz[5] 连续6次超过8~10 m·s-2 UIC 515-1 构架端部加速度峰值 带通滤波4~10 Hz[7] 连续6次超过8 m·s-2 TSI RST HS 232 构架端部加速度峰值 带通滤波3~9 Hz 连续10次超过8 m·s-2 
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表 2 爬轨脱轨安全性评价标准和方法
Table 2. Criteria and methods for safety evaluation of rail climbing derailment
评价指标 数据处理方法 脱轨系数限值 Nadal车轮脱轨系数[9] 瞬时峰值 ≤0.8 Weinstock车轮脱轨系数[13] 持续时间50 ms以上 1.1~1.5 JNR车轮脱轨系数[26] ≤0.8 AAR车轮脱轨系数[47] ≤1.0 UIC 518车轮脱轨系数 20 Hz低通滤波，2 m滑动平均，间隔0.5 m，置信度99.85% ≤0.8 GB/T 5599—2019车轮脱轨系数和轮重减载率 2 m滑动平均，置信度99.85% ≤0.8 GB/T 5599—85车轮脱轨系数和轮重减载率 持续时间50 ms以上 ≤1.0 GOST/R 55495车轮脱轨系数 一系悬挂的横向力、垂向力 ≥1.4 FRA车轮脱轨系数[27] 摩擦因数取定值0.5，轮缘角70°[51]; 25 Hz低通滤波; 走行距离5 ft(约1.5 m) 由Nadal公式确定 FRA轮轴脱轨系数[27] 轮轴横向力与轴重比值，限值与轴重P0相关; 25 Hz低通滤波; 分析窗口5 ft(约1.5 m) 0.4+5/P0 FRA转向架脱轨系数[27] 转向架单侧轮轨横向力之和与轮轨垂向力之和的比值; 25 Hz低通滤波; 分析窗口5 ft(约1.5 m) 0.6 GB/T 5599—2019轮重减载率 40 Hz低通滤波; 假定轮轴力为0或很小; 0.65或0.80 轮对横移量[19, 49-50] 接触点在踏面上的横坐标，-54~-39 mm或57~60 mm 车轮抬升量[19, 49-50] 低于轮缘高度 25 mm 脱轨系数和轮重减载率[20, 21, 52-53] 联合安全域，并考虑轮轨冲角的影响 域
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表 3 跳轨脱轨安全性评价标准和方法
Table 3. Criteria and methods for safety evaluation of rail jumping derailment
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表 4 运行平稳性评价标准和方法
Table 4. Criteria and methods for ride quality evaluation
标准 指标 数据处理 限值 GB/T 5599 加速度幅值 带通滤波0.4~40 Hz① 横垂分别评价; 统计评定值(均值加2.2倍标准差)，限值均为2.5 m·s-2 平稳性指标 频域加权 横垂分别评价，优级为2.5 舒适度指标 频域加权 舒适为2.5 UIC 518EN 14363 加速度幅值 带通滤波0.4~10 Hz，99.85%置信度 幅值为2.5 m·s-2 加速度均方根值 横向0.50 m·s-2，垂向0.75 m·s-2② 加速度准静态值 低通滤波20 Hz，50%置信度 横向1.5 m·s-2，垂向2.0 m·s-2 GOST/R 55495 平稳性指标 频域加权 横垂分别评价，限值3.25，不分级评价 FRA[27] 加速度峰峰值 低通滤波10 Hz; 分析窗口1 s，但去除50 ms窗口内最大值 横向0.65g; 垂向1.00g UIC 513[59] 舒适度指标 频域加权 舒适为2.0 EN 12299[60] 平均舒适度指标 频域加权 舒适为2.5 连续舒适度指标 频域加权 舒适为0.3 m·s-2，横垂分别评价 ISO 2631-1 加速度幅值 频域加权 舒适为0.315 m·s-2，稍微不舒适为0.315~0.630 m·s-2 注：①货车为0.4~15Hz; ②仅适用于客车，其他车辆类型参考标准。
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表 5 UIC 518及新旧GB/T 5599标准对比
Table 5. Comparison of criteria among UIC 518 and new and old versions GB/T 5599
安全性指标 UIC 518：2009 GB/T 5599—85 GB/T 5599—2019 轮轨横向力 1.9+0.3P0/2① 轮轴横向力 10+P0/3 0.85(1.5+P0/2)② 15+P0/3 轮轨垂向力 ≤160 km·h-1时为200;>300 km·h-1时为160 脱轨系数 0.8 第1限度为1.2第2限度为1.0 R>400 m时为0.8; R≤400 m时为1.0 轮重减载率 第1限度为0.65第2限度为0.60 ≤160 km·h-1时为0.65;>160 km·h-1时为0.80 倾覆系数 1(1.5 Hz低通) 0.8(2 Hz低通) 横向稳定性 轮轴力均方根(10+P0/3)/2加速度均方根(12-Mb/5)/2 峰值8 m·s-2(0.5~10 Hz) 注：①道钉弹性极限; ②混凝土轨枕
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表 6 GB/T 5599和GOST/R 55495的脱轨系数对比
Table 6. Comparison of derailment coefficients between GB/T 5599 and GOST/R 55495
规范 GB/T 5599—2019 GOST/R 55495:2013 指标定义 脱轨系数：轮缘贴靠侧 轮轴脱轨系数：构架力与轴重的比值 限值 ≤ 0.80(R≥400 m) ≤ 0.30 数据处理 2 m滑动平均处理; 对每个采样段取采样数据绝对值累计频次曲线对应99.85%的值作为每个采样段的结果 高通滤波，频率下限不低于悬挂固有频率的80%;采用雨流计数法计算最大值; 取3个最大值进行平均 车速范围 最高试验速度
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表 7 GB/T 5599和GOST/R 55495的减载率对比
Table 7. Comparison of unloading coefficients between GB/T 5599 and GOST/R 55495
规范 GB/T 5599—2019 GOST/R 55495:2013 定义 轮重减载率：轮重动态变化量与静轮重之比 一系减载率：一系弹簧的动载荷与静载荷之比 二系减载率：二系弹簧的动载荷与静载荷之比 公式 $\Delta P/\bar P $ PS1d/PS1 PS2d/PS2 限值 ≤0.80 (>160 km·h-1) ≤0.30 ≤0.20
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表 8 GB/T 5599与GOST/R 55495平稳性指标计算方法
Table 8. Calculation methods of Sperling index in GB/T 5599 and GOST/R 55495
项点 GB/T 5599—2019 GOST/R 55495:2013 测点位置 对角布置在1、2位转向架中心偏向车体一侧1 m的车内地板，2个测点(图 15) 车体中心线，转向架重心上方车体及车体中部的内地板，3个测点 载重工况 不载客、载满客 线路几何 直线、曲线R≥600 m(低速); 曲线R≥1 000 m(高速) 考察时间 5 s每段 测量时长 ≥25段，每段250 m或500 m(≥220 km·h-1) ≥200 s 速度范围 Vmax(间隔10或20 km·h-1) Vmax/2~Vmax(间隔10~20 km·h-1或25 km·h-1(Vmax≥200 km·h-1) 计算公式 计算公式不同，详见GB/T 5599—2019[41]和GOST/R 55495:2013[40] 结果处理 各种线路、速度等级工况的均值和标准差 评定等级 分级评价：≤2.50时为优，≤2.75时为良，≤3.00时为合格 不进行分级评价，上限为3.25
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表 9 MCAT分析结果
Table 9. Analysis results of MCAT
激扰类型 波长/ft 最小轮重/% 车轮脱轨系数 轮轴脱轨系数 转向架脱轨系数 车体横向加速度峰峰值/g 车体垂向加速度峰峰值/g SW 20 53.0 0.321 0.315 0.258 0.225 0.288 GN 31 50.6 0.335 0.274 0.261 0.228 0.056 GW 40.4 0.408 0.330 0.280 0.262 0.077 RS 35.2 0.285 0.281 0.195 0.048 0.282 RA 44.0 0.483 0.334 0.305 0.179 0.057 SS 39.4 0.281 0.256 0.218 0.198 0.239 SA 39.9 0.408 0.332 0.281 0.264 0.076 CP 42.0 0.350 0.328 0.274 0.307 0.180 GN 62 49.5 0.325 0.294 0.247 0.233 0.061 GW 38.7 0.366 0.324 0.329 0.369 0.080 RS 18.2 0.403 0.361 0.316 0.170 1.140 RA 40.6 0.367 0.345 0.317 0.411 0.113 SS 29.9 0.328 0.292 0.284 0.274 0.356 SA 35.7 0.371 0.332 0.333 0.380 0.087 CP 30.4 0.369 0.343 0.355 0.436 0.275
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