摘要
客运专线有砟轨道及无砟轨道道岔区的轨道刚度约是区间线路的2～3倍，差别较大，均需要通过设置轨道刚度过渡段来减轻轮轨动力作用，改善行车的平稳性。从保证行车安全性和舒适性、降低对轨下基础动力冲击作用的角度，提出轨道刚度过渡段动力性能的评价指标以及过渡段合理长度的确定方法，既要满足钢轨挠度变化率小于0．3mm·m^-1的要求，还应满足轮轨垂向力衰减距离以及车体加速度衰减时间的要求。应用车辆一轨道耦合动力学模型与理论，进行客运专线道岔前后轨道不同刚度过渡段方案的动力学分析。结果表明：客运专线道岔前后轨道刚度过渡段可采用轨道刚度分级过渡的方法，每一级刚度取15个轨枕间距，并依据实际线路轨道刚度差的大小在3～6级中完成过渡。
The track stiffness of the turnout area is about 2 to 3 times of the block section in the ballasted track and ballastless track of dedicated passenger lines, the difference is relatively great. In order to decrease the wheel/rail interaction force and improve the stationarity of running vehicle, it is necessary to set up track stiffness transition. To ensure running safety and comfort and to reduce the dynamic impact on the sub-rail foundation, the dynamic indices of the transition sections of track stiffness are evaluated, and the method to calculate the reasonable length of transition sections is put forward. It should respond to the request that the change rate of rail deflection is below 0.3 mm·m^-1 and should meet the request of the decaying distance of wheel/rail interaction force and decaying time of carbody acceleration. In addition, based on a theory of vehicle-track coupling dynamics, the effect of different structure schemes on the dynamics is investigated for the transition sections of the turnout on dedicated passenger line. Results obtained from the paper show that the method of the hierarchical track stiffness can be applied in the stiffness transition section of the turnout, and the stiffness is set as 15 sleeper spaces per grade, and according to the difference of track stiffness, the transition can be completed with the scope from 3rd grade to 6th grade.
出处
《中国铁道科学》
EI
CAS
CSCD
北大核心
2007年第3期18-22,共5页
China Railway Science
基金
国家自然科学基金创新研究群体项目(50521503)
教育部创新团队发展计划项目(IRT0452)
关键词
轨道刚度
过渡段
动力学
客运专线
道岔
Track stiffness
Transition section
Dynamics
Dedicated passenger line
Turnout
