高速铁路竖曲线对轨道动态不平顺的影响  

The Influence of Vertical Curve on Track Dynamic Irregularity for High-speed Railway

作　　者：杨飞 孙宪夫 宁迎智 刘丙强 谭社会 梁晨 YANG Fei;SUN Xianfu;NING Yingzhi;LIU Bingqiang;TAN Shehui;LIANG Chen(China Academy of Railway Sciences Corporation Limited,Beijing 100081,China;China State Railway Group Co.Ltd,Beijing 100844,China;China Railway Shanghai Group Co.Ltd,Shanghai 200071,China)

机构地区：[1]中国铁道科学研究院集团有限公司,北京100081 [2]中国国家铁路集团有限公司,北京100844 [3]中国铁路上海局集团有限公司,上海200071

出　　处：《铁道工程学报》2023年第9期16-22,61,共8页Journal of Railway Engineering Society

基　　金：中国国家铁路集团有限公司科技研究开发计划(P2021T013)。

摘　　要：研究目的:高速铁路部分竖曲线区段长期存在长波高低不平顺超限和舒适度不良的问题。本文基于大量动检数据,分析竖曲线参数设置对轨道动态不平顺的影响,提出综合考虑长波高低不平顺和车体垂向加速度两方面的实设竖曲线参数优化策略。研究结论:(1)竖曲线长度大于动态检测的最大截止波长时,长波高低不平顺在竖曲线起终点处呈现出一对近似对称的简谐波,竖曲线段波峰方向与实际一致;竖曲线长度小于动态检测的最大截止波长时,这对简谐波在竖曲线区段内的两个波峰将合并成一个波峰,幅值约是原来的2倍;(2)设计速度350 km/h且最小竖曲线半径取25000 m时,车体垂向加速度达到0.59 m/s2,超过经验值0.40 m/s2;(3)设计速度350 km/h和300 km/h条件下,在坡度代数差大于或等于3.3‰时,实设最小竖曲线半径宜取25000 m,在小于3.3‰时宜取30000 m;设计速度250 km/h条件下,在坡度代数差大于或等于2.8‰时,实设最小竖曲线半径宜取20000 m,在小于2.8‰时宜取25000 m;(4)精调实践验证了增大竖曲线半径可以显著降低竖曲线区段的长波高低不平顺,提高旅客乘坐舒适度,可为高铁线路养护维修提供理论支撑和有效方法。Research purposes:There are the long-term problems of long-wave longitudinal irregularity overrun and poor comfort in some vertical curve sections of high-speed railway.Based on a large number of dynamic detection data,the influence of vertical curve parameter setting on track dynamic irregularity was analyzed.The parameter optimization strategy of the actual vertical curve was proposed,which comprehensively considered the long-wave longitudinal irregularity and vehicle vertical acceleration.Research conclusions:(1)When the length of the vertical curve is greater than the maximum cut-off wavelength of dynamic detection,the long-wave longitudinal irregularity presents a pair of approximately symmetrical simple harmonic waves at the beginning and end of the vertical curve,which peak direction is consistent with the actual situation.When the length of the vertical curve is less than the maximum cut-off wavelength of dynamic detection,the two peaks of this pair of simple harmonic waves in the vertical curve section will be combined into one peak,and the amplitude is about twice that of the original.(2)When the design speed is 350 km/h and the minimum vertical curve radius is 25000 m,the vehicle vertical acceleration reaches 0.59 m/s2,which exceeds the empirical value of 0.40 m/s2.(3)Under the design speed of 350 km/h and 300 km/h,when the slope algebraic difference is greater than or equal to 3.3‰,the actual minimum vertical curve radius should be 25000 m.When it is less than 3.3‰,30000 m should be taken.Under the design speed of 250 km/h,when the slope algebraic difference is greater than or equal to 2.8‰,the actual minimum vertical curve radius should be 20000 m.When it is less than 2.8‰,25000 m should be taken.(4)The practice of fine adjustment proves that increasing the radius of vertical curve can significantly reduce the long-wave longitudinal irregularity in the vertical curve section and improve passenger comfort,which provides theoretical support and effective methods for the maintenance and repair o

关 键 词：高速铁路 竖曲线 长波高低不平顺 轨道精调 动力学仿真 

分 类 号：U216.3[交通运输工程—道路与铁道工程]