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摘要: 为准确评估某新型全自动智能轨道巡检车的动力学性能，开展了轨道巡检车动力学数值仿真；轮轨接触采用非椭圆多点接触Kik-Piotrowski算法模拟，车辆系统建模过程中考虑悬挂力元非线性与轮轨接触几何非线性特性等因素，同时考虑车载设备参振影响；针对车轮踏面表面包裹高硬度聚氨酯的特殊结构，利用有限元软件ABAQUS建立了轮轨局部接触模型，采用Mooney-Rivlin橡胶模型模拟了聚氨酯特殊性质，计算了轮轨等效接触刚度；根据有限元计算结果修正了Kik-Piotrowski算法中的相关参数；基于Craig-Bampton模态综合法和多体动力学软件UM建立了车辆-轨道刚柔耦合模型；为验证仿真模型的准确性，开展了实车动力学试验；重点分析了直线和300 m小半径曲线，运行速度10~30 km·h-1工况下巡检车的振动响应。研究结果表明：车辆正常运行时，中间视觉模块垂向最大加速度大于左侧视觉模块垂向最大加速度，横向最大加速度小于左侧视觉模块横向最大加速度，车架最大加速度大于视觉模块最大加速度；车架中部易产生垂向弯曲变形，和视觉模块安装位置有胶垫减振有关；轨道巡检车在直线和300 m小半径区间运行性能整体良好，其中车辆在300 m小半径曲线段内30 km·h-1运行时，轮重减载率最大可达0.92，车架部位振动响应较大，为保证车载设备的安全性和避免车辆脱轨的风险，建议曲线段内检测速度控制在20 km·h-1左右。
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关键词:
- 轨道检测 /
- 轨检车 /
- 车辆系统动力学 /
- 轮轨接触刚度 /
- Kik-Piotrowski算法
Abstract: Dynamics numerical simulations of a track inspection vehicle were performed to precisely evaluate the dynamics performance of a new type of fully automatic intelligent track inspection vehicle. The nonelliptical multipoint contact Kik-Piotrowski algorithm was adopted for the wheel-rail contact. During the vehicle system modeling process, the factors such as the nonlinear suspension force elements and geometric nonlinear characteristics of the wheel-rail contact were considered, and the influence of vehicle-mounted equipment vibration was analyzed. For the unique structure of the wheel tread surface wrapped with high-hardness polyurethane, the finite element software ABAQUS was used to establish the wheel-rail local contact model. The Mooney-Rivlin rubber model was utilized to simulate the distinct properties of polyurethane, and the wheel-rail equivalent contact stiffness was calculated. The relevant parameters in the Kik-Piotrowski algorithm were corrected based on the finite element calculation results. The coupled vehicle-track rigid-flexible model was established using the Craig-Bampton modal synthesis method and the multibody dynamics software UM. To verify the accuracy of the simulation model, the real vehicle dynamics test was carried out. The vibration responses of the inspection vehicle under the working conditions of the straight line and 300 m small-radius curve at running speed of 10-30 km·h-1 were analyzed. Research results show that when the vehicle runs normally, the vertical maximum acceleration of the middle-vision module exceeds that of the left-vision module. Moreover, the lateral maximum acceleration is lower than that of the left-vision module, and the maximum acceleration of the frame exceeds the value of the vision module. The middle part of the frame is prone to vertical bending and deformation because of the rubber cushion at the installation position of the vision module. The track inspection vehicle runs satisfactorily along a straight line and the 300 m small-radius section. When the vehicle runs at 30 km·h-1 on the 300 m small-radius curve section, the maximum wheel-load reduction rate can reach 0.92, and the vibration response of the frame is relatively large. The inspection speed in the curve section should be controlled at approximately 20 km·h-1 to ensure the safety of vehicle-mounted equipment and prevent the vehicle derailment. 5 tabs, 24 figs, 31 refs. -
图 7 车架前6阶自振频率与对应振型
Figure 7. First 6 natural frequencies and corresponding vibration modes of frame
图 11 车辆动力学测试与仿真结果对比
Figure 11. Comparison of vehicle dynamics test and simulation results
图 12 轮轨力测试与仿真结果对比
Figure 12. Comparison between wheel-rail force test and simulation results
图 13 直线工况下中间视觉模块加速度时域响应
Figure 13. Time domain responses of middle-vision module acceleration under straight line condition
图 14 直线工况下左侧视觉模块加速度时域响应
Figure 14. Time domain responses of left-visual module accelerations under straight line condition
图 15 直线工况下车架加速度时域响应
Figure 15. Time domain responses of frame accelerations under straight line condition
图 16 直线工况下车辆加速度指标统计结果
Figure 16. Statistical results of vehicle acceleration indexes under straight line condition
图 17 直线工况下轮轨垂向力时域响应
Figure 17. Time domain response of wheel-rail vertical force under straight line condition
图 18 直线工况下功率谱密度分析结果
Figure 18. Power spectral density analysis results under straight line condition
图 19 R300 m曲线工况下中间视觉模块加速度时域响应
Figure 19. Time domain responses of middle-vision module accelerations under R300 m curve condition
图 20 R300 m曲线工况下左侧视觉模块加速度时域响应
Figure 20. Time domain responses of left-vision module accelerations under R300 m curve condition
图 21 R300 m曲线工况下车架加速度时域响应
Figure 21. Time domain responses of frame accelerations under R300 m curve condition
图 22 R300 m曲线工况下车辆加速度指标统计结果
Figure 22. Statistical results of vehicle acceleration indexes under R300 m curve condition
图 23 R300 m曲线工况下轮轨垂向力时域响应
Figure 23. Time domain responses of wheel-rail vertical force under R300 m curve condition
图 24 R300 m曲线工况下功率谱密度分析结果
Figure 24. Power spectral density analysis results under R300 m curve condition
表 1 材料参数
Table 1. Material parameters
部件 弹性模量/Pa 泊松比 密度/(kg·m-3) 车轮(6061型铝合金) 6.89×1010 0.33 2 700 聚氨酯包胶 4.00×107 0.42 1 260 钢轨 2.10×1011 0.30 7 850 
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表 2 车辆系统部分参数
Table 2. Partial vehicle system parameters
参数 数值 备注 前车架质量/kg 24 中车架质量/kg 15.1 后车架质量/kg 18.1 轮对质量/kg 23.03 轴距/m 1.45 前车架承载质量/kg 96 电机(20 kg)，2个电池(每个19 kg) 中车架承载质量/kg 60 3个视觉模块，每个20 kg 后车架承载质量/kg 50 电控柜(34 kg)，工控机(16 kg)
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表 3 有限元与UM动力学计算结果对比
Table 3. Comparison of finite element and UM dynamics calculation results
线路工况 有限元计算结果/mm UM计算结果/mm 相对误差/ % 一位轮对左侧轴箱 0.341 0.344 0.88 二位轮对左侧轴箱 0.324 0.303 6.48
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表 4 轨检车仿真计算工况
Table 4. Simulation calculation conditions of track inspection vehicle
线路工况 车速/(km·h-1) 超高/mm 缓和曲线长度/m 直线 10、20、30 0 300 m小半径曲线 10、20、30 50 20
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表 5 车辆安全性能指标统计结果
Table 5. Statistical results of vehicle safety performance indicators
速度/ (km·h-1) 直线运行工况 R300 m曲线运行工况 脱轨系数 轮重减载率 脱轨系数 轮重减载率 10 0.17 0.31 0.21 0.32 20 0.32 0.43 0.33 0.52 30 0.59 0.70 0.72 0.92
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