市域快线减振垫浮置板轨道过渡段动力学分析  

Dynamic Analysis of Vibration-reduction Pad Floating Slab Track Transition Section on Urban Express Line

作　　者：冯青松[1] 孙魁[1] FENG Qingsong;SUN Kui(Engineering Research Center of Railway Environmental Vibration and Noise,Ministry of Education,East China Jiaotong University,Nanchang,Jiangxi 330013,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,南昌330013

出　　处：《铁道工程学报》2022年第3期40-45,共6页Journal of Railway Engineering Society

基　　金：国家自然科学基金项目(52178423,52068029,51878277);江西省主要学科学术和技术带头人培养计划(20194BCJ22008);江西省重点研发计划(20192BBE50008)。

摘　　要：研究目的:为研究市域快线减振垫浮置板轨道过渡段的合理设置,根据车辆-轨道耦合动力学原理,建立车辆-过渡段无砟轨道垂向耦合动力学计算模型,计算CRH6型动车以160 km/h的速度经过双块式无砟轨道-橡胶减振垫浮置板轨道过渡段时所引起的轮轨系统动力响应,并选取钢轨挠度变化率作为评价指标来衡量过渡段设置的合理性,详细分析不同减振垫刚度、过渡段级数和相邻过渡段刚度比对钢轨挠度变化率的影响。研究结论:(1)双块式无砟轨道和橡胶减振垫浮置板轨道连接处的刚度差对轮下钢轨位移和钢轨挠度变化率的影响十分显著,而对车体垂向加速度和轮轨力的影响相对较小;(2)当橡胶减振垫刚度小于或等于50 MPa/m时,钢轨挠度变化率超过0.30 mm/m的限值,需要在两种轨道连接处设置一定长度的刚度过渡段;(3)当标准减振段减振垫刚度为25 MPa/m时,建议设置三级刚度过渡段,每一级过渡段的长度为单块轨道板长,过渡段总长度为19.5 m,且相邻过渡段刚度比取值范围宜为1.4~1.6;(4)本研究结论可为市域快线橡胶减振垫浮置板轨道过渡段的设计提供一定的理论指导。Research purposes:In order to study the reasonable setting of the transition section of vibration-reduction pad floating slab track on urban express line,the vertical coupling dynamic calculation model of vehicle track transition section ballastless track is established according to the principle of vehicle-track coupling dynamics.The dynamic response of wheel-rail system caused by CRH6 train passing through the transition section between double-block ballastless track and rubber vibration-reduction pad floating slab track at a speed of 160 km/h is calculated.The rail deflection change rate is selected as an evaluation index to measure the rationality of the transition section setting.The influence of different damping pad stiffness,transition stage number and adjacent transition stiffness ratio on rail deflection change rate is analyzed in detail.Research conclusions:(1)The stiffness difference at the joint between the double-block ballastless track and the rubber vibration-reduction pad floating slab track has a significant influence on the rail displacement and rail deflection change rate under the wheelset,but has a relatively little influence on the vertical acceleration of the train body and the wheel-rail force;(2)When the stiffness of rubber vibration-reduction pad is less than or equal to 50 MPa/m,the rail deflection change rate exceeds the limit value of 0.30 mm/m,so it is necessary to set a certain length of stiffness transition section at the joint of two kinds of tracks;(3)When the stiffness of the vibration-reduction pad in the standard vibration-reduction section is 25 MPa/m,it is suggested to set up three-level stiffness transition sections,each of which is a single slab track long,with a total length of 19.5 m,and the stiffness ratio of adjacent transition sections should be in the range of 1.4~1.6;(4)The research conclusion can provide some theoretical guidance for the design of the transition section of the rubber vibration-reduction pad floating slab track of the urban express line.

关 键 词：市域快线 橡胶减振垫 浮置板 轮轨系统动力学 过渡段 

分 类 号：U213.2[交通运输工程—道路与铁道工程]