齿轨铁路导入装置动力学特性

陈再刚; 唐亮; 杨吉忠; 陈志辉; 翟婉明

doi:10.19818/j.cnki.1671-1637.2022.01.010

齿轨铁路导入装置动力学特性

doi: 10.19818/j.cnki.1671-1637.2022.01.010

1.
西南交通大学牵引动力国家重点实验室, 四川成都 610031
2.
中铁二院工程集团有限责任公司, 四川成都 610031

基金项目:

国家自然科学基金项目 52022083

国家自然科学基金项目 51735012

四川省科技计划项目 2021YFG0065

四川省科技计划项目 2021YFG0065, 2021YFG0211

详细信息

作者简介:
陈再刚(1984-)，男，四川犍为人，西南交通大学研究员，工学博士，从事轨道机车车辆与机械传动系统动力学研究

中图分类号: U234
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出版历程
- 收稿日期: 2021-08-03
- 刊出日期: 2022-02-25

Dynamics characteristics of rack railway guiding equipment

1.
State Key Laboratory of Traction Power, Southwest Jiaotong University, Chengdu 610031, Sichuan, China
2.
China Railway Eryuan Engineering Group Co., Ltd., Chengdu 610031, Sichuan, China

Funds:

National Natural Science Foundation of China 52022083

National Natural Science Foundation of China 51735012

Sichuan Science and Technology Program 2021YFG0065

Sichuan Science and Technology Program 2021YFG0065, 2021YFG0211

More Information

Author Bio:
CHEN Zai-gang(1984-), male, professor, PhD, zgchen@home.swjtu.edu.cn

Article Text (Baidu Translation)

摘要

摘要: 利用大型有限元商业软件ABAQUS建立了车辆-齿轨铁路导入装置耦合动力学有限元模型；仿真了齿轨车辆通过齿轨铁路导入装置的过程，分析了车辆与齿轨铁路导入装置的动态相互作用；考虑不同参数的影响，研究了齿轨铁路导入装置振动响应、结构应力、动态接触力等动态特性响应规律。研究结果表明：随着支撑弹簧预紧力的增大，齿轮转速能更快达到与车速匹配的速度，且总体上同步装置振动与动态应力会增大，入齿装置振动和动态应力将减小，校正装置振动也将减小；确定合理的支撑弹簧预紧力，应综合考虑结构应力及振动水平，在本文计算工况中，建议预紧力取3 kN；齿轨铁路导入装置的最大振动速度为5.66 m·s^-1，振动速度最大均方根为1.31 m·s^-1，最大振动加速度为5 657.82 m·s^-2，振动加速度最大均方根为479.36 m·s^-2，都出现在支撑弹簧预紧力1 kN工况下；随着齿轮初始转速增加至车速，总体上同步装置垂向振动变化不大，纵向振动减小，齿轮初始转速越接近车速越好；列车通过速度越大，齿轮对整个齿轨铁路导入装置的冲击力越大，因此，确定合理的列车通过速度，应综合考虑冲击振动及行车效率，在计算的5和10 km·h^-1的速度中，建议通过速度为5 km·h^-1或者低于5 km·h^-1。
- 轨道车辆 /
- 齿轨铁路 /
- 有限元分析 /
- 导入装置 /
- 车轨耦合 /
- 动力学特性
Abstract: The coupled dynamics finite element model of the vehicle-rack railway guiding equipment (RRGE) was established by using the large finite element commercial software ABAQUS. The whole process of vehicle passing through the RRGE was simulated, and the dynamic interaction between the vehicle and the RRGE was analyzed. Considering the influences of different parameters, the dynamic performance response laws such as the vibration response, structural stress and dynamic contact force of rack railway guiding equipment were studied. Research results indicate that as the increase of the supporting spring preload, the rotating speeds of the gear increase to the value that matching the train speed more promptly. And generally the vibrations and dynamic stress of the synchronous section increase, while both the vibrations and dynamic stress of the entry section and the vibration of the calibration section decrease. The reasonable supporting spring preload should be determined by considering the effect of structural stress and vibration level comprehensively. For the calculation scenarios in this paper, the reasonable supporting spring preload is recommended to be 3 kN. The vibration speed, the root mean square of the vibration speed, the vibration acceleration, and the root mean square of the vibration acceleration reach their maximum values (e.g. 5.66 m·s^-1, 1.31 m·s^-1, 5 657.82 m·s^-2, 479.36 m·s^-2) under the condition that the supporting spring preload is 1 kN. As the increase of the initial rotating speed of the gear up to the train speed, the vertical vibration of the synchronous section varies little in general, and the longitudinal vibration decreases, indicating that it is better to set the initial rotating speed of the gear equal to the train speed. The impact force acting to the RRGE structure from the gear increases with the increase of train speed, therefore, the reasonable train speed passing by the RRGE should be determined by considering the factors comprehensively such as the impact vibration and the operation efficiency. For the calculated speeds of 5 and 10 km·h^-1, it is recommended that the reasonable train speed passing by the RRGE should be 5 km·h^-1 or less. 5 tabs, 15 figs, 30 refs.
- rail vehicle /
- rack railway /
- finite element analysis /
- guiding equipment /
- vehicle-track coupling /
- dynamics characteristic

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图 1 齿轨铁路导入装置结构

Figure 1. Structure of RRGE

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图 2 车辆-齿轨铁路导入装置耦合动力学有限元模型

Figure 2. Coupled dynamics finite element model of vehicle-RRGE

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图 3 齿轮转动角位移时程曲线

Figure 3. Time-history curves of gear rotation angular displacement

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图 4 齿轮转速时程曲线

Figure 4. Time-history curves of gear rotation speed

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图 5 同步装置垂向位移时程曲线

Figure 5. Time-history curves of vertical displacement of synchronous section

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图 6 同步装置右端振动速度时程曲线

Figure 6. Time-history curve of vibration velocity at right end of synchronous section

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图 7 同步装置右端振动加速度时程曲线

Figure 7. Time-history curve of vibration acceleration at right end of synchronous section

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图 8 齿轨铁路导入装置振动速度响应统计结果

Figure 8. Statistical results of vibration velocity response of RRGE

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图 9 齿轨铁路导入装置振动加速度响应统计结果

Figure 9. Statistical results of vibration acceleration response of RRGE

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图 10 校正装置最大齿根应力

Figure 10. Maximum root stresses of calibration section

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图 11 齿轨铁路导入装置最大垂向位移

Figure 11. Maximum vertical displacements of RRGE

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图 12 齿轨铁路导入装置垂向振动速度均方根

Figure 12. Root mean squares of vertical vibration velocity of RRGE

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图 13 齿轨铁路导入装置垂向振动加速度均方根

Figure 13. Root mean squares of vertical vibration acceleration of RRGE

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图 14 齿轨铁路导入装置纵向振动速度均方根

Figure 14. Root mean squares of longitudinal vibration velocity of RRGE

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图 15 齿轨铁路导入装置纵向振动加速度均方根

Figure 15. Root mean squares of longitudinal vibration acceleration of RRGE

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表 1 齿轮与齿条传动设计参数

Table 1. Gear and rack drive design parameters

参数	齿轮	齿条
全齿高/mm	62.580	52.115
模数/mm	31.831	31.831
齿形角/(°)	14.036	14.036
齿宽/mm	60	60
齿数	22
齿顶高系数	0.9
顶隙系数	0.166

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表 2 齿轨铁路导入装置最大垂向位移

Table 2. Maximum vertical displacements of RRGE

预紧力/kN	轨道位置	垂向位移/mm
1	入齿装置左端	197.34
2	入齿装置左端	66.38
3	入齿装置左端	46.51
1	入齿装置右端	82.09
2	入齿装置右端	64.28
3	入齿装置右端	12.06
1	校正装置左端	56.63
2	校正装置左端	18.48
3	校正装置左端	4.63

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表 3 同步装置底板应力

Table 3. Base plate stresses of synchronous section

预紧力/kN	位置	应力最大值/MPa	应力均方根/MPa
1	左	53.21	8.22
2	左	72.35	14.07
3	左	59.86	16.42
1	中	62.58	18.50
2	中	100.75	37.06
3	中	142.23	54.16
1	右	37.35	7.64
2	右	55.38	12.76
3	右	72.58	15.99

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表 4 垂向接触力仿真计算结果

Table 4. Simulation results of vertical contact force

速度/(km·h^-1)	接触对	最大值/kN	均方根/kN
5	齿轮-同步装置	36.65	7.27
5	齿轮-入齿装置	49.12	8.07
5	齿轮-校正装置	13.72	0.97
10	齿轮-同步装置	82.13	8.94
10	齿轮-入齿装置	124.18	16.97
10	齿轮-校正装置	188.52	16.85

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表 5 纵向接触力仿真计算结果

Table 5. Simulation results of longitudinal contact force

速度/(km·h^-1)	接触对	最大值/kN	均方根/kN
5	齿轮-同步装置	61.36	2.47
5	齿轮-入齿装置	56.91	11.05
5	齿轮-校正装置	55.08	3.55
10	齿轮-同步装置	114.93	4.30
10	齿轮-入齿装置	267.99	30.86
10	齿轮-校正装置	342.07	38.51

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