Influences of curve geometric parameters of heavy haul track on wheel/rail coupling dynamic characteristics
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摘要: 基于车辆-轨道耦合动力学理论，根据中国最近研制的27 t轴重侧架交叉支撑转向架及C80E型通用敞车的实际结构和重载铁路曲线轨道结构特点及其技术规范要求，建立了曲线轨道的重载铁路货车-轨道耦合动力学模型；基于新型快速数值积分方法、Hertz非线性弹性接触理论和Shen-Hedrick-Elkins非线性轮轨蠕滑理论，应用计算机仿真计算了不同工况下重载货车曲线通过时的轮轨耦合动力特性，分析了曲线半径、缓和曲线长度和外轨超高等曲线几何参数对重载货车轮轨动力作用的影响。分析结果表明：曲线半径在400~800 m范围内变化时对轮轨动力影响极为明显，而当曲线半径大于800 m后其影响逐渐弱化，重载铁路曲线半径一般不应小于800 m；增加缓和曲线长度能在一定程度上降低重载货车轮轨动力作用，但其作用效果存在长度拐点，拐点前效果明显，拐点后影响甚微，且曲线半径和运行速度都会影响拐点的具体位置，建议根据拐点位置来确定不同曲线半径线路的最小缓和曲线长度；过大的欠超高或过超高均会加剧重载货车曲线通过时的轮轨动力作用，但在欠超高为-20~0 mm时重载货车的综合轮轨动力响应相对较小，即保持货车以适当的欠超高(-20~0 mm)通过曲线有利于降低轮轨动力和磨耗，这与中国铁路工程运输实际设置的欠超高取值范围一致。Abstract: Based on the theory of vehicle-track coupling dynamics, a model of coupling dynamics heavy haul railway freight vehicle-curved track was established according to the actual structures of 27 t axle heavy side-frame cross-bracing bogie and C80E universal gondola recently developed by China. The structural characteristics and technical specification requirements of heavy haul railway curved track was also considered. When heavy haul freight vehicles traveled over curved tracks under different working conditions, the wheel/rail coupling dynamic characteristics were computationally simulated based on the novel fast numerical integration method, the Hertzian theory of nonlinear elastic contact, and the Shen-Hedrick-Elkins nonlinear wheel/rail creep theory. The effects of curve geometric parameters, such as the curve radius, transition curve length, and superelevation of outer rail, on the wheel/rail dynamic interaction of heavy haul freight vehicles were analyzed. Analysis results show that when the curve radius varies between 400 and 800 m, its influence on the wheel/rail dynamic interaction is extremely significant. When the curve radius is greater than 800 m, the influence gradually weakens. Thus, the curve radius of heavy haul track should generally exceed 800 m. Increasing the transition curve length can reduce the wheel/rail dynamic interaction of heavy haul freight vehicles to a certain extent. However, there exists a length inflection point, prior to which the reduction is evident and after which it is minimal. In addition, both the curve radius and operating speed affect the specific position of inflection point. The minimum transition curve lengths for curved railways with different radii should be determined based on the positions of inflection points. A significantly inadequate superelevation or surplus superelevation will aggravate the wheel/rail dynamic interaction of heavy haul freight vehicles when they travel over curved tracks. However, when the inadequate superelevation is between -20 and 0 mm, the comprehensive wheel/rail dynamic response of heavy haul freight vehicles is relatively minor. In other words, the heavy haul freight vehicles passing over curved tracks at a properly inadequate superelevation (-20 mm to 0 mm) is beneficial for reducing the dynamic interaction and wear of wheel/rail. This is consistent with the actual range of inadequate superelevation specified by the railway engineering transportation department of China. 4 tabs, 7 figs, 51 refs.
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图 2 无轨道不平顺激励时曲线半径对轮轨动力作用的影响
Figure 2. Effects of curve radius on wheel/rail dynamic interactions without track irregularity excitation
图 3 有轨道不平顺激励时曲线半径对轮轨动力作用的影响
Figure 3. Effects of curve radius on wheel/rail dynamic interactions with track irregularity excitation
图 4 无轨道不平顺激励时缓和曲线长度对轮轨动力作用的影响
Figure 4. Effects of transition curve length on wheel/rail dynamic interactions without track irregularity excitation
图 5 有轨道不平顺激励时缓和曲线长度对轮轨动力作用的影响
Figure 5. Effects of transition curve length on wheel/rail dynamic interactions with track irregularity excitation
图 6 无轨道不平顺激励时外轨超高对轮轨动力作用的影响
Figure 6. Effects of superelevation of outer rail on wheel/rail dynamic interactions without track irregularity excitation
图 7 有轨道不平顺激励时外轨超高对轮轨动力作用的影响
Figure 7. Effects of superelevation of outer rail on wheel/rail dynamic interactions with track irregularity excitation
表 1 曲线半径计算工况
Table 1. Calculation conditions for curve radius
曲线半径/m 车辆速度/(km·h-1) 外轨超高 缓和曲线长度/m 圆曲线长度/m 线路激励 400~1 600 80 按式(1)计算元整求得 50 30 考虑无轨道不平顺激励和中国三大重载提速干线谱激励 100 100 40 
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表 2 缓和曲线长度计算工况
Table 2. Calculation conditions for transition curve length
缓和曲线长度/m 曲线半径/m 车辆速度/ (km·h-1) 圆曲线长度/m 外轨超高/mm 线路激励 20~120 600 80 30 125 考虑无轨道不平顺激励和中国三大重载提速干线谱激励 1 000 80 30 75 1 400 100 40 85
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表 3 无轨道不平顺激励时轮轨动力指标对应的缓和曲线长度拐点值
Table 3. Inflexions of transition curve length to wheel/rail dynamic indexes without track irregularity excitation
轮轨指标 轮轨横向力 轮轴横向力 轮轨垂向力 轮轨接触应力 轮轨磨耗功 轮轨磨耗指数 综合各指标 速度/(km·h-1) 80 100 80 100 80 100 80 100 80 100 80 100 80 100 曲线半径/m 600 30 100 30 100 50 100 50 100 30 100 30 100 50 100 1 000 70 30 60 30 40 30 40 30 60 1 400 40 40 20 40
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表 4 外轨超高计算工况
Table 4. Calculation conditions for superelevation of outer rail
外轨超高/ mm 曲线半径/ m 车辆速度/ (km·h-1) 圆曲线长度/ m 缓和曲线长度/ m 线路激励 0~ 150 800 80 30 50 考虑无轨道不平顺激励和中国三大重载提速干线谱激励 1 400 100 40 40
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