基于多尺度有限元建模技术的GJ-III型扣件轨道动力特性分析  

Dynamic characteristics analysis of a subway vibration reduction fastener track based on multi-scale finite element modeling technique

作　　者：冷圣禧 李伟[1] 姚学东 周志军[1] 温泽峰[1] 任愈[1] LENG Shengxi;LI Wei;YAO Xuedong;ZHOU Zhijun;WEN Zefeng;REN Yu(State Key Laboratory of Rail Transit Transport Vehicle System,Southwest Jiaotong University,Chengdu 610031,China)

机构地区：[1]西南交通大学轨道交通运载系统全国重点实验室,成都610031

出　　处：《振动与冲击》2024年第23期75-85,共11页Journal of Vibration and Shock

基　　金：国家自然科学基金项目(52002343);四川省科技计划(2023YFQ0091,2023YFH0049)。

摘　　要：GJ-III型扣件轨道作为地铁线路一种中等减振轨道,服役后出现钢轨短波长波磨,导致高频轮轨振动噪声问题。为探明该轨道的动力特性,利用ABAQUS软件建立减振扣件轨道的三维有限元模型。为减小有限长轨道边界反射波影响并同时保证计算效率,采用多尺度建模技术将轨道简化为梁-壳-实体模型。利用该模型探究了轮轨耦合作用下的轨道垂向动力特性,分析了扣件垂向刚度和阻尼对轨道垂向频响特性的影响。结果表明:(1)将50.0 m实体轨道模型简化为12.5 m实体和37.5 m梁-壳模型,可节约65.3%的计算时间,同时仿真与现场测试结果基本一致。(2)钢轨垂向一阶弯曲和pinned-pinned共振模态在轨道垂向位移导纳上表征明显,其频带分别为100~150 Hz和1022~1101 Hz。(3)减振扣件轨道在100 Hz以下振动响应表现为钢轨和道床板的整体弯曲和扭转振动;车辆静载集中力引起的钢轨预应力会诱发400~800 Hz轮对间轨道垂向频响峰值。(4)考虑柔性轮对作用后,轨道垂向位移导纳在分别在43 Hz、381 Hz和641 Hz处出现新的明显峰值,分别对应于轮轨耦合的P2共振模态、轮对间钢轨垂向二、三阶弯曲模态。柔性车轮在180 Hz、341 Hz和504 Hz处的振动模态也会引起钢轨垂向导纳出现新峰值。轮对质量效应对减振扣件轨道50~250 Hz内垂向振动有抑制作用,钢轨不易萌生该频段波磨。(5)钢轨垂向一阶弯曲、P2共振和轮对间钢轨垂向弯曲频率均随扣件垂向刚度增加而增加,扣件垂向阻尼仅对轨道导纳波动幅值有抑制作用。GJ-III kind fastener track,as a medium vibration reduction track for subway lines,experiences short wavelength wave corrugation of steel rails after service to cause high-frequency wheel-rail vibration noise problems.Here,to investigate dynamic characteristics of this type track,a 3-D finite element model of vibration reducing fastener track was established using the software ABAQUS.To reduce effects of reflected waves at boundary of a finite length track and ensure computational efficiency,the multi-scale modeling technique was used to simplify track into a beam-shell-solid model.This model was used to explore vertical dynamic characteristics of track under wheel-rail coupled action,and analyze effects of vertical stiffness and damping of fasteners on track vertical frequency response characteristics.The results showed that(1)simplifying a 50 m long solid track model into a 12.5 m solid and a 37.5 m beam-shell model can save 65.3%of calculation time,and the simulation results are basically consistent with those of field tests;(2)track’s first-order bending mode and pinned-pinned resonance mode are obviously characterized in the track vertical displacement admittance,their frequency band ranges are 100~150 Hz and 1022~1101 Hz,respectively;(3)vibration reduction fastener track’s vibration responses below 100 Hz exhibit the overall bending and torsional vibration of track and rail bed plate;track prestress caused by vehicle concentrated static load can induce vertical frequency response peak value within the range of 400~800 Hz of the track between 2 wheelsets;(4)after considering the action of flexible wheelsets,new obvious peaks appear in track vertical displacement admittance at 43 Hz,381 Hz and 641 Hz,respectively corresponding to P2 resonance mode of wheel-rail interaction and vertical 2nd and 3rd bending modes of the track between 2 wheelsets;vibration modes of flexible wheel at 180 Hz,341 Hz and 504 Hz can also cause new peaks appearing in track vertical admittance;mass effect of wheelset has a suppressi

关 键 词：地铁 双层非线性减振扣件 多尺度有限元建模 轨道动态特征 轮轨耦合 

分 类 号：U270[机械工程—车辆工程]