250km/h客运专线弹性支承块式轨道结构参数研究
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摘要
弹性支承块式轨道具有一般无碴轨道的平顺性好和养护维修工作量少等特点外,还具有良好的弹性和减振降噪效果,在世界各国隧道和城市轨道交通建设中得到应用。但由于其弹性较高,容易导致轨道位移过大及钢轨外倾,影响列车运行的平稳性甚至安全性,在高速行车条件下影响更加严重。目前,弹性支承块式轨道上列车运行最高速度为200km/h,我国列车速度为200km/h的客运专线也已进入实际运营阶段,为适应更高速度的要求,本文基于弹性支承块式轨道的应用经验,针对其结构特点,分析研究了列车速度为250km/h时的轨道结构参数,主要包括以下内容:
从行车安全及减振角度提出弹性支承块式轨道结构参数合理取值的评判准则,包括列车运行舒适性准则、轮轨动力作用准则、轨道变形准则和轨道振动准则。
建立车辆-轨道垂向耦合动力模型,参照国内外轨道不平顺谱,考虑我国实际轨道不平顺状况,选用美国六级轨道高低不平顺谱作为系统激励,研究不同轨道结构参数,包括轨道刚度、轨道阻尼和支承块质量,对轨道垂向动力性能的影响,并提出250km/h行车速度时上述参数的合理取值范围。同时将弹性支承块式轨道与有碴轨道动力性能进行分析比较。
建立轨道轨距扩大分析模型,研究不同支承块埋深及橡胶套靴刚度对轨距扩大的影响。在保证行车安全的条件下,提出支承块埋深和橡胶套靴刚度的合理取值范围。
Low Vibration Track (LVT) is of good elasticity and great performance at vibration and noise reduction as well as favorable track evenness and less track maintenance work like other unballasted track. So it has been adopted on bridge tracks, tunnel tracks and urban rail transit home and aboard. At the same time, because of high elasticity, larger track deformation and rail rotation are produced, which may badly affect train riding quality and even safety as for high speed railway. Presently the maximum train running speed on LVT is 200km/h, and the 200km/h PDL is put into operation in our courtry. So, in order to meet requirements of higher speed, according to the characteristics of LVT, some analysis and researches about track structure parameters are made as for railways of 250km/h train running speed, which mainly consist of the following contents:
From the viewpoints of train safety and vibration reduction, evaluation criterions for choosing reasonable values of LVT structure parameters are put forward, including criterions of train safety, driving comfort, wheel-rail dynamic action, track deformation and track vibration.
Vehicle-track coupling dynamic modal is built and by referring to national & international track irregularity spectrum and taking national track irregularity status into consideration, American 6-level track profile irregularity spectrum is chosen as excitation. Effects on track dynamic performance, which are brought by differences of track structure parameters, like track stiffness, track damping and supporting block mass, are studied and then reasonable value range for above-mentioned track structure parameters is proposed for railways of 250km/h train running speed. What's more, a comparison about dynamic performance is made between LVT and ballasted track.
Analysis model of track dynamic gauge widening is built and effects on dynamic gauge widening, brought by the differences of embedded depth and rubber coat stiffness of supporting blocks affect, are studied. Based on the analysis, reasonable value range for embedded depth and rubber coat stiffness of supporting blocks is gained in the premise of train safety.
从行车安全及减振角度提出弹性支承块式轨道结构参数合理取值的评判准则,包括列车运行舒适性准则、轮轨动力作用准则、轨道变形准则和轨道振动准则。
建立车辆-轨道垂向耦合动力模型,参照国内外轨道不平顺谱,考虑我国实际轨道不平顺状况,选用美国六级轨道高低不平顺谱作为系统激励,研究不同轨道结构参数,包括轨道刚度、轨道阻尼和支承块质量,对轨道垂向动力性能的影响,并提出250km/h行车速度时上述参数的合理取值范围。同时将弹性支承块式轨道与有碴轨道动力性能进行分析比较。
建立轨道轨距扩大分析模型,研究不同支承块埋深及橡胶套靴刚度对轨距扩大的影响。在保证行车安全的条件下,提出支承块埋深和橡胶套靴刚度的合理取值范围。
Low Vibration Track (LVT) is of good elasticity and great performance at vibration and noise reduction as well as favorable track evenness and less track maintenance work like other unballasted track. So it has been adopted on bridge tracks, tunnel tracks and urban rail transit home and aboard. At the same time, because of high elasticity, larger track deformation and rail rotation are produced, which may badly affect train riding quality and even safety as for high speed railway. Presently the maximum train running speed on LVT is 200km/h, and the 200km/h PDL is put into operation in our courtry. So, in order to meet requirements of higher speed, according to the characteristics of LVT, some analysis and researches about track structure parameters are made as for railways of 250km/h train running speed, which mainly consist of the following contents:
From the viewpoints of train safety and vibration reduction, evaluation criterions for choosing reasonable values of LVT structure parameters are put forward, including criterions of train safety, driving comfort, wheel-rail dynamic action, track deformation and track vibration.
Vehicle-track coupling dynamic modal is built and by referring to national & international track irregularity spectrum and taking national track irregularity status into consideration, American 6-level track profile irregularity spectrum is chosen as excitation. Effects on track dynamic performance, which are brought by differences of track structure parameters, like track stiffness, track damping and supporting block mass, are studied and then reasonable value range for above-mentioned track structure parameters is proposed for railways of 250km/h train running speed. What's more, a comparison about dynamic performance is made between LVT and ballasted track.
Analysis model of track dynamic gauge widening is built and effects on dynamic gauge widening, brought by the differences of embedded depth and rubber coat stiffness of supporting blocks affect, are studied. Based on the analysis, reasonable value range for embedded depth and rubber coat stiffness of supporting blocks is gained in the premise of train safety.
引文
[1]钱立新.世界高速铁路技术.北京:中国铁道出版社,2004
[2]李成辉.轨道.成都:西南交通大学出版社,2004
[3]江成,林之珉.高速铁路无碴轨道结构的实验研究.中国铁路,2000,7:22-24
[4]张雷.弹性轨枕有碴轨道的基础试验与动力分析.西南交通大学硕士学位论文.2005:2-8
[5]王其昌,钱振地,张雷,罗震.高速有碴轨道弹性轨枕的应用.铁道标准设计,2004,(8):1-6
[6]张宏亮.隧道内钢弹簧浮置板轨道结构振动特性及其对环境影响的研究.北京交通大学硕士学位论文.2007:15-20
[7]田苗盛.高架轨道交通轨道结构减振降噪性能研究.同济大学硕士学位论文.2008:1-8
[8]董国宪.高架轨道交通浮置板轨道减振降噪性能研究.同济大学硕士学位论文.2007:3.8
[9]何华武.无碴轨道技术.北京.中国铁道出版社.2005
[10]Coenraad Esveld.Modern Railway Track.Holland.MRT Productions,2001
[11]L.Fryba.History of winkler foundation,Vehicle System Dynamics Supplement,24,1995
[12]S.Timoshenko,Methods of analysis of statical and dynamical stresses in rail,Proeeedings of the Second International Congress of Applied Mechanics,Zurieh,1926
[13]Jenkins H H,et al.The effect of track and vehicle parameters on wheel/rail vertical dynamic forces[J].Railway Engineering Journal,1974,3(1):2-16
[14]Newton S G,Clark R A.An investigation into the dynamic effects on the track of wheel flats on railway vehicles[J].Journal of Mechanical Engineering Science,1979,21(4):287-297
[15]Clark R A,Dean P A,Elkins J A & Newton S G.An investigation into the dynamic effects of railway vehicle running on corrugated rails[J].Journal of Mechanical Engineering Science,1982,24(2):65-76
[16]Ahlbeck D R,et al.The development of analytical models for railroad track dynamics.Railroad Track Mechanics & Technology,Pergamon Press 1978
[17]佐藤裕.轨道力学.卢肇英.北京:中国铁道出版社,1981
[18]李定清.轮轨垂向相互动力作用及其动力响应.铁道学报,1987,9(1):1-8
[19]许实儒,徐维杰,仲延禧.钢轨接头处轮轨冲击力的模拟分析.铁道学报,工务工程专集,1989
[20]王澜.轨道结构随机振动理论及其在轨道结构减振中的应用.铁道科学研究院博士学位论文,1988
[21]Tore Dahlbeg,Goterg.On Dynamic Interaction Between Train and track.A Literature Survey,1989
[22]翟婉明.车辆-轨道垂向系统的统一模型及耦合动力学理论.铁道学报,1992
[23]翟婉明,蔡成标,史炎,王其昌.车辆.轨道相互作用统一模型及软件实验验证.铁道学报,1996
[24]Oscarsson J.Dynamic Train-track-ballast Interaction with Unevenly Distributed Track Properties.17th IAVSD Symposium on Dynamics of Vehicles on Roads and on Tracks,Lyngby,Denmark,2001
[25]宣言.客运专线曲线线路车线耦合系统动力学性能与无碴轨道结构振动响应的仿真研究.铁道科学研究院博士学位论文,2005
[26]陈文.桥上纵连板无砟轨道的垂向动力特性研究.北京交通大学硕士学位论文,2008
[27]姚京川.浮置板式轨道结构理论与仿真计算分析及试验研究.铁道科学研究院硕士学位论文,2003
[28]范佳.有轨交通减震降噪型无碴轨道结构分析.铁道建筑,2000,7:2-5
[29]江成,范佳,王继军.高速铁路无碴轨道设计关键技术.中国铁道科学,2004,25(2):42-47
[30]陈鹏,高亮,许兆义,郝建芳.LVT轨道对于地铁车辆动力学性能的影响研究.可持续发展的中国交通一2005全国博士生学术论坛(交通运输工程学科)论文集(下册),北京,2005
[31]吴天行.轨道减震器与弹性支承块或浮置板轨道组合的隔振性能分析.振动工程学报,2007,20(5):490-493
[32]朱剑月,练松良.弹性支承块轨道结构落轴冲击动力性能分析.中国铁道科学,2006,27(3):23.26
[33]朱剑月,耿传智.高架桥上弹性支承块轨道结构落轴冲击动力性能分析.同济大学学报,2005,33(12):1622-1625
[34]刘扬,练松良,刘加华.弹性支承块轨道振动和噪声强度关系分析,城市轨道交通研究,2005
[35]王继军.弹性支承块式无碴轨道结构及其动力性能的研究.铁道科学研究院硕士学位论文,1999
[36]范佳,林之珉,赵曦,江成.高速铁路减振型无碴轨道减振技术的研究.中国铁道科学,1998,19(4):57-63[37]陈小平,王平,陈嵘.弹性支承块无碴轨道的减振机理.铁道学报,2007,29(5):69-72
[38]陈小平,王平,陈嵘.一种确定弹性支承块式无碴轨道刚度的新方法.铁路标准设计,2008,(2)
[39]郭高杰.高速列车.弹性支承块式无碴轨道系统竖向振动分析.中南大学硕士学位论文,2008
[40]王其昌.高速铁路土木工程.成都:西南交通大学出版社,1999
[41]何华武.无碴轨道技术.北京:中国铁道出版社,2005
[42]翟婉明.车辆一轨道耦合动力学.3版.北京:科学出版社,2007
[43]陈小平.高速道岔轨道刚度理论及应用研究.西南交通大学博士学位论文,2008
[44]中华人民共和国铁道部.京沪高速铁路设计暂行规定(上册).北京:中国铁道出版社,2003
[45]王其昌,韩启孟编译.板式轨道设计与施工.成都:西南交通大学出版社,2002
[46]AS4292-4,National Code of Practice for Railways IS].
[47]刘学毅.轨道刚度的影响分析及动力学优化.西南交通大学学报,2004,39(1):1-5.
[48]赵国堂.铁路轨道刚度的确定方法.中国铁道科学,2005,26(1):1-6.
[49]练松良,刘丽波,Joe K.荷载作用下轨距扩大理论分析.铁道学报,2000,22(sup.):30-35.
[50]雷晓燕.轨道力学与工程新方法.北京:中国铁道出版社,2002.3
[51]罗林,张格明,吴旺青,柴雪松.轮轨系统轨道平顺状态的控制.北京:中国铁道出版社,2006.
[52]陈果.车辆一轨道耦合系统随机振动分析.西南交通大学博士学位论文,2000
[53]陈果,翟婉明.铁路轨道不平顺随机过程的数值模拟.西南交通大学学报,1999,34(2):138-141
[54]张格明.轨道刚度合理值评价指标的研究.中国铁道科学,2002,23(1):52-57.
[2]李成辉.轨道.成都:西南交通大学出版社,2004
[3]江成,林之珉.高速铁路无碴轨道结构的实验研究.中国铁路,2000,7:22-24
[4]张雷.弹性轨枕有碴轨道的基础试验与动力分析.西南交通大学硕士学位论文.2005:2-8
[5]王其昌,钱振地,张雷,罗震.高速有碴轨道弹性轨枕的应用.铁道标准设计,2004,(8):1-6
[6]张宏亮.隧道内钢弹簧浮置板轨道结构振动特性及其对环境影响的研究.北京交通大学硕士学位论文.2007:15-20
[7]田苗盛.高架轨道交通轨道结构减振降噪性能研究.同济大学硕士学位论文.2008:1-8
[8]董国宪.高架轨道交通浮置板轨道减振降噪性能研究.同济大学硕士学位论文.2007:3.8
[9]何华武.无碴轨道技术.北京.中国铁道出版社.2005
[10]Coenraad Esveld.Modern Railway Track.Holland.MRT Productions,2001
[11]L.Fryba.History of winkler foundation,Vehicle System Dynamics Supplement,24,1995
[12]S.Timoshenko,Methods of analysis of statical and dynamical stresses in rail,Proeeedings of the Second International Congress of Applied Mechanics,Zurieh,1926
[13]Jenkins H H,et al.The effect of track and vehicle parameters on wheel/rail vertical dynamic forces[J].Railway Engineering Journal,1974,3(1):2-16
[14]Newton S G,Clark R A.An investigation into the dynamic effects on the track of wheel flats on railway vehicles[J].Journal of Mechanical Engineering Science,1979,21(4):287-297
[15]Clark R A,Dean P A,Elkins J A & Newton S G.An investigation into the dynamic effects of railway vehicle running on corrugated rails[J].Journal of Mechanical Engineering Science,1982,24(2):65-76
[16]Ahlbeck D R,et al.The development of analytical models for railroad track dynamics.Railroad Track Mechanics & Technology,Pergamon Press 1978
[17]佐藤裕.轨道力学.卢肇英.北京:中国铁道出版社,1981
[18]李定清.轮轨垂向相互动力作用及其动力响应.铁道学报,1987,9(1):1-8
[19]许实儒,徐维杰,仲延禧.钢轨接头处轮轨冲击力的模拟分析.铁道学报,工务工程专集,1989
[20]王澜.轨道结构随机振动理论及其在轨道结构减振中的应用.铁道科学研究院博士学位论文,1988
[21]Tore Dahlbeg,Goterg.On Dynamic Interaction Between Train and track.A Literature Survey,1989
[22]翟婉明.车辆-轨道垂向系统的统一模型及耦合动力学理论.铁道学报,1992
[23]翟婉明,蔡成标,史炎,王其昌.车辆.轨道相互作用统一模型及软件实验验证.铁道学报,1996
[24]Oscarsson J.Dynamic Train-track-ballast Interaction with Unevenly Distributed Track Properties.17th IAVSD Symposium on Dynamics of Vehicles on Roads and on Tracks,Lyngby,Denmark,2001
[25]宣言.客运专线曲线线路车线耦合系统动力学性能与无碴轨道结构振动响应的仿真研究.铁道科学研究院博士学位论文,2005
[26]陈文.桥上纵连板无砟轨道的垂向动力特性研究.北京交通大学硕士学位论文,2008
[27]姚京川.浮置板式轨道结构理论与仿真计算分析及试验研究.铁道科学研究院硕士学位论文,2003
[28]范佳.有轨交通减震降噪型无碴轨道结构分析.铁道建筑,2000,7:2-5
[29]江成,范佳,王继军.高速铁路无碴轨道设计关键技术.中国铁道科学,2004,25(2):42-47
[30]陈鹏,高亮,许兆义,郝建芳.LVT轨道对于地铁车辆动力学性能的影响研究.可持续发展的中国交通一2005全国博士生学术论坛(交通运输工程学科)论文集(下册),北京,2005
[31]吴天行.轨道减震器与弹性支承块或浮置板轨道组合的隔振性能分析.振动工程学报,2007,20(5):490-493
[32]朱剑月,练松良.弹性支承块轨道结构落轴冲击动力性能分析.中国铁道科学,2006,27(3):23.26
[33]朱剑月,耿传智.高架桥上弹性支承块轨道结构落轴冲击动力性能分析.同济大学学报,2005,33(12):1622-1625
[34]刘扬,练松良,刘加华.弹性支承块轨道振动和噪声强度关系分析,城市轨道交通研究,2005
[35]王继军.弹性支承块式无碴轨道结构及其动力性能的研究.铁道科学研究院硕士学位论文,1999
[36]范佳,林之珉,赵曦,江成.高速铁路减振型无碴轨道减振技术的研究.中国铁道科学,1998,19(4):57-63[37]陈小平,王平,陈嵘.弹性支承块无碴轨道的减振机理.铁道学报,2007,29(5):69-72
[38]陈小平,王平,陈嵘.一种确定弹性支承块式无碴轨道刚度的新方法.铁路标准设计,2008,(2)
[39]郭高杰.高速列车.弹性支承块式无碴轨道系统竖向振动分析.中南大学硕士学位论文,2008
[40]王其昌.高速铁路土木工程.成都:西南交通大学出版社,1999
[41]何华武.无碴轨道技术.北京:中国铁道出版社,2005
[42]翟婉明.车辆一轨道耦合动力学.3版.北京:科学出版社,2007
[43]陈小平.高速道岔轨道刚度理论及应用研究.西南交通大学博士学位论文,2008
[44]中华人民共和国铁道部.京沪高速铁路设计暂行规定(上册).北京:中国铁道出版社,2003
[45]王其昌,韩启孟编译.板式轨道设计与施工.成都:西南交通大学出版社,2002
[46]AS4292-4,National Code of Practice for Railways IS].
[47]刘学毅.轨道刚度的影响分析及动力学优化.西南交通大学学报,2004,39(1):1-5.
[48]赵国堂.铁路轨道刚度的确定方法.中国铁道科学,2005,26(1):1-6.
[49]练松良,刘丽波,Joe K.荷载作用下轨距扩大理论分析.铁道学报,2000,22(sup.):30-35.
[50]雷晓燕.轨道力学与工程新方法.北京:中国铁道出版社,2002.3
[51]罗林,张格明,吴旺青,柴雪松.轮轨系统轨道平顺状态的控制.北京:中国铁道出版社,2006.
[52]陈果.车辆一轨道耦合系统随机振动分析.西南交通大学博士学位论文,2000
[53]陈果,翟婉明.铁路轨道不平顺随机过程的数值模拟.西南交通大学学报,1999,34(2):138-141
[54]张格明.轨道刚度合理值评价指标的研究.中国铁道科学,2002,23(1):52-57.
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