地铁轨道曲线半径与钢轨波磨的相关性研究

现有地铁线路钢轨波磨80%以上出现在小半径曲线轨道内股钢轨上,而大半径曲线和小半径曲线外股钢轨几乎没有出现钢轨波磨。为了探索这一现象深层次的原因,基于摩擦自激振动导致钢轨波磨的机制,分别建立Simpack车辆多体动力学曲线通过模型和轮轨系统ABAQUS有限元摩擦自激振动模型,采用复特征值分析法对不同曲线半径轨道的钢轨波磨进行研究。结果表明:随着曲线轨道半径增大,摩擦自激振动产生的概率减小,即钢轨波磨发生概率下降,且钢轨波磨主要出现在低轨上而高轨较少;随着曲线半径增大,在曲线半径400~450 m范围内,轮轨蠕滑力逐渐由饱和状态变为不饱和状态;蠕滑力饱和时轮轨系统有可能出现摩擦自激振动,即产生钢轨波磨,当蠕滑力不饱和时,轮轨系统就不会出现摩擦自激振动,因而大概率不会发生钢轨波磨。

Study on the Correlation Between Rail Corrugation and Curve Radius of Metro Tracks

More than 80%of rail corrugation occurs on the inner rail of small radius curved tracks,while almost no rail corrugation occurs on the outer rail of the same small radius curved tracks and on the rails of large radius curved tracks.In order to understand the mechanism of this phenomenon,based on the theory of rail corrugation caused by friction self-excited vibration,both Simpack multi-body dynamic model for vehicle curve negotiation and ABAQUS finite element model for rail corrugation were established.The complex eigenvalue analysis method was used to study the rail corrugation in small radius curved tracks.The results show that the occurrence probability of friction self-excited vibration is decreased with the increase of curve track radius,and then probability of rail corrugation is decreased.Rail corrugation mainly occurs on the low rail,but less on the high rail.As the radius of curved tracks increases,the creep forces between wheels and rails will change from the saturation to non-saturation states about in the range of radius from 400 to 450 m.When the creep force is saturated,the frictional self-excited vibration of the wheelset-track system probably occurs,which brings about rail corrugation.Otherwise,no frictional self-excited vibration of the wheelset-track system and rail corrugation occur.