无缝线路钢轨鼓胀引起的货物列车脱轨全过程计算  

Calculation of freight train derailment process caused by rail bucking of CWR

作　　者：龚凯[1] 向俊[2] 刘林芽[1] 周钦悦 杨海明 吴宝游 GONG Kai;XIANG Jun;LIU Linya;ZHOU Qinyue;YANG Haiming;WU Baoyou(Engineering Research Center of Railway Environmental Vibration and Noise,Ministry of Education,East China Jiaotong University,Nanchang 330013,China;School of Civil Engineering,Central South University,Changsha 410075,China;China Railway Electrification Bureau Group Co.,Ltd.,Beijing 100036,China)

机构地区：[1]华东交通大学铁路环境振动与噪声教育部工程研究中心,江西南昌330013 [2]中南大学土木工程学院,湖南长沙410075 [3]中铁电气化局集团有限公司,北京100036

出　　处：《铁道科学与工程学报》2020年第11期2767-2773,共7页Journal of Railway Science and Engineering

基　　金：国家自然科学基金委员会与神华集团有限公司联合资助项目(U1261113);国家自然科学基金资助项目(51578238,52068028);江西省优秀科技创新团队建设计划项目(20152BCB24007);华东交通大学科研启动基金资助项目(10012003416034);赣教高字[2018]江西省教育厅科学技术项目(GJJ170392)。

摘　　要：为研究无缝线路钢轨鼓胀引起的脱轨规律,以“单波形”钢轨鼓胀为例,建立无缝线路钢轨鼓胀状态下货物列车-轨道系统空间振动计算模型;按照列车脱轨能量随机分析方法,提出无缝线路钢轨鼓胀引起的货物列车脱轨全过程计算方法,计算脱轨全过程,分析鼓胀状态对轮轨几何接触状态和相对位置的影响。研究结果表明:鼓胀波长一定时脱轨系数和轮重减载率随鼓胀幅值增大而增大,鼓胀幅值一定时脱轨系数和轮重减载率随鼓胀波长减小而增大,但脱轨系数和轮重减载率对脱轨缺乏控制作用;转向架与钢轨横向相对位移随鼓胀波长的减小或幅值的增大而增大,得到考虑工况下的最大值为72.6 mm。上述结果可为研发具有实时判别脱轨功能的检测装置提供基础数据。In order to study freight train derailment law caused by the rail bucking of CWR,the spatial vibration calculation model for the freight train-track system under the rail bucking of CWR was established by taking the“single waveform”rail bucking as an example.According to the random energy analysis method of train derailment,a calculation method for the whole derailment process of freight train caused by the rail bucking of CWR was proposed.The train derailment processes were calculated and the effects of the rail bucking condition on the wheel-rail geometric contact state and relative position were analyzed.Results show that the derailment coefficient and wheel load reduction ratio increase with the increase of bucking amplitude when the wavelength of rail bucking is fixed.Meanwhile,the derailment coefficient and wheel load reduction ratio increase with the decrease of bucking wavelength when the bucking amplitude is fixed.However,the derailment coefficient and wheel load reduction ratio lack control function for the derailment caused by the rail bucking.The lateral relative displacement between bogie and rail increase with the decrease of bucking wavelength or the increase of bucking amplitude of the rail,and the maximum relative displacement of the study case is 72.6 mm.The above results can provide the basic data for the development of a detection device with a real-time derailment detection function.

关 键 词：铁道工程 无缝线路钢轨鼓胀 脱轨全过程 车轮脱轨检测装置 

分 类 号：U213.2[交通运输工程—道路与铁道工程]