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摘要: 总结了近几年国内外轨道交通列车车轮多边形的研究成果，分析了导致车轮形成多边形的主要因素与发生机理以及动车组与地铁车辆多发的高阶车轮多边形不同的原因，探讨了车轮多边形的抑制措施，概括了车辆-轨道耦合动力学模型的产生与发展，总结了车辆-轨道耦合动力学仿真分析的主要成果，提出了考虑车轮多边形等轮轨周期性磨耗下的车辆-轨道系统零部件的疲劳损伤这一新研究方向。分析结果表明：车轮初始缺陷、轮轨摩擦自激振动、轮轨黏滑振动、轮轨系统P2共振、轮对固有模态振动、车轮直径与转向架组成部件引起的共振等会造成车轮多边形的发生；地铁车辆发生的车轮多边形主要是由轮轨系统P2共振所致，而高速动车组多发的高阶车轮多边形一般不是由P2共振直接引起的；提高车轮镟修质量、增加研磨子、提高车轮踏面硬度、增大扣件阻尼、变速运行等措施可以抑制车轮多边形的发展，但从车轮多边形的形成机理可知，车轮初始缺陷是起源，控制车轮初始缺陷是抑制车轮多边形形成与发展的根本，从可行性角度而言，增加研磨子是最理想的措施；当车轮存在高阶多边形后，轮轨激励频率会显著增大且范围分布更广，当激励频率与车辆某些部件的固有振动频率接近时，易引发共振，导致其动应力显著增大，影响其疲劳寿命，故分析车辆-轨道系统主要承载部件的疲劳损伤时，应考虑随机轨道不平顺以及轮轨周期性磨耗等不利因素。可见，现有研究成果基本揭示了车轮多边形的形成机理，并提出了可行的抑制措施，但考虑到列车运行环境的不确定性以及车辆-轨道耦合系统关联因素众多，分析过程难免与实际有差异，故仍需进一步深入研究。Abstract: The research results of wheel polygon of rail transit trains in China and abroad in recent years were summarized, the main factors and mechanisms leading to the formation of wheel polygon were analyzed, the reasons for the difference in high-order wheel polygons between electric multiple units (EMUs) and metro vehicles were investigated, the main causes of the difference were summarized. The suppression measures for wheel polygon were discussed, and the generation and development of vehicle-track coupling dynamics model were summarized. At the same time, the main results of the simulation analysis of vehicle-track coupling dynamics were presented, and a new research direction was proposed, which considered the fatigue damage of vehicle-track system components under the periodic wear of wheel-rail such as wheel polygon. Analysis results show that the initial defect of wheel, self-excitation vibration of wheel-rail friction, stick-slip vibration of wheel-rail, P2 resonance of wheel-rail system, inherent mode vibration of wheelset, wheel diameter, and resonance caused by bogie components can cause wheel polygon. The wheel polygons of metro vehicles are mainly caused by the P2 resonance of the wheel-rail system, while the multiple high-order wheel polygons of high-speed EMUs are generally not directly caused by the P2 resonance. Improving the quality of wheel turning, increasing the abrasive block, enhancing the hardness of wheel tread, strengthening the damping of fastener, and applying variable speed running can restrain the development of wheel polygon. However, according to the formation mechanism of wheel polygon, the initial defect of wheel is the origin, and controlling the initial defect of wheel can fundamentally inhibits the formation and development of wheel polygon. From the perspective of feasibility, installing the abrasive block is the most ideal measure. When the wheel has a high-order polygon, the wheel-rail excitation frequency will increase significantly, and the range distribution is wider. When the excitation frequencies are close to the inherent vibration frequencies of some parts of vehicle, the resonance is easily triggered, which will lead to a significant increase in its dynamic stress and affect its fatigue life. Therefore, when the fatigue damage of the main bearing parts of vehicle-track system is analyzed, adverse factors such as random track irregularities and periodic wear of wheel-rail should be considered. It can be seen that the existing research results basically reveal the formation mechanism of wheel polygon, and feasible suppression measures are proposed. However, since the train operation environment is uncertain, there are many related factors in the vehicle-track coupling system, and the analysis process is inevitably different from the actual situation. Therefore, further in-depth research is still needed.
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Key words:
- vehicle engineering /
- dynamics performance /
- wheel polygon /
- wear mechanism /
- suppression measure /
- dynamics model /
- fatigue damage
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图 2 200 km·h-1下轴箱和构架的振动频谱
Figure 2. Vibration spectra of axle box and frame at 200 km·h-1
图 6 300 km·h-1速度下的轮轨垂向力频域
Figure 6. Frequency domains of wheel-rail vertical force at 300 km·h-1
表 1 构架模态分析结果
Table 1. Frame modal analysis results
模态 阶数 频率/Hz 振型 整体模态 7 32.95 侧梁绕横轴竖直方向的扭转 11 77.58 两侧梁在水平面内的同向剪切 12 84.28 两侧梁在竖直方向的1阶弯曲 20 224.88 侧梁和横梁的2阶弯曲 局部模态 21 237.35 轴箱弹簧套筒变形 34 428.85 轴箱弹簧套筒和转臂座变形 51 567.19 轴箱弹簧套筒和转臂座变形 52 596.50 轴箱弹簧套筒和转臂座变形 
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