城市轨道交通列车轮轨垂向力测量方法
陈鹏涛漆泰岳梁孝雷波覃少杰
Research on Measurement Method of Wheel-rail Vertical Force of Urban Rail Transit
CHEN PengtaoQI TaiyueLIANG XiaoLEI BoQIN Shaojie
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作者信息:1.西南交通大学交通隧道工程教育部重点实验室， 610031， 成都
2.西南交通大学土木工程学院， 610031， 成都
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Affiliation:1.Key Laboratory of Transportation Tunnel Engineering, Ministry of Education, Southwest Jiaotong University, 610031, Chengdu, China
2.School of Civil Engineering, Southwest Jiaotong University, 610031, Chengdu, China
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关键词:
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Key words:
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DOI:10.16037/j.1007-869x.2024.03.015
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中图分类号/CLCN:U211.5
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栏目/Col:研究报告
摘要:
［目的］城市轨道交通运营中通常会出现大量的隧道病害，列车轮轨力是各种病害的主要成因，因此，需在不影响城市轨道交通列车正常运营的条件下，对列车轮轨垂向力的测量方法进行研究。［方法］以成都地铁7号线茶店子站—一品天下站下行区间道床剥离病害为研究对象，基于弯矩差法理论，采用ANSYS有限元软件建立了静荷载及动荷载作用下的钢轨有限元模型，并对其进行了数值模拟分析。在室内对1根长2 m、3跨布置的钢轨进行了标定试验。［结果及结论］静荷载数值模拟分析表明，钢轨测点可选择在钢轨跨中轨底上表面边缘两侧位置；当钢轨跨中位置受到垂向力作用时，该点沿钢轨方向的应变最大，且应变随垂向力线性增加。通过标定试验测得的标定系数为0.626 0×106 kN，而数值模拟测得的标定系数为0.644 1×106 kN，两者偏差仅2.8%，可通过静荷载标定试验确定标定系数。轮轨垂向力的测量方法可以更好地评估轨道结构和列车运行的安全性，及时发现安全隐患，并采取相应措施进行修复和改进。
Abstracts:
［Objective］ A large number of tunnel diseases usually occur during the operation of urban rail transit, and the main cause of the diseases is the wheel-rail force. Therefore, it is necessary to study the method of measuring the wheel-rail vertical force without affecting the normal train operation. ［Method］ With the descending section between Chadianzi Station and Yipintianxia Station of Chengdu Metro Line 7 as the research object and based on the moment difference theory, a finite element model of steel rail under static load and dynamic load is established by using ANSYS software, and a numerical simulation analysis is conducted on it. The calibration test on a 2-meter-long, 3-span rail is carried out in the laboratory. ［Result & Conclusion］ The numerical simulation analysis of the static load shows that the rail measuring points can be chosen on both sides of the upper surface edge of the rail bottom in the middle of the rail span. When the vertical load is applied to the middle of the span, the strain at the measuring points along the rail direction is the largest, and the strain increases linearly with the vertical load. The calibration coefficient measured by calibration test is 0.626 0×106 kN, while that obtained by numerical simulation is 0.644 1×106 kN. The deviation between the two is only 2.8%. Therefore, the calibration coefficient can be determined by static load calibration test. The measurement method of the wheel-rail vertical force can better evaluate the safety of track structure and train operation. The hidden hazards can be timely detected and corresponding measures be taken for repair and improvement.
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