基于频域特征的城市轨道交通车辆转向架疲劳分析
胡定祥1朱程1金鑫1杨陈1周劲松2
Fatigue Analysis of Urban Rail Transit Vehicles Bogies Based on Frequency Domain Features
HU Dingxiang1ZHU Cheng1JIN Xin1YANG Chen1ZHOU Jinsong2
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作者信息:1.中车南京浦镇车辆有限公司技术中心，210031，南京
2.同济大学铁道与城市轨道交通研究院，201804，上海
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Affiliation:1.CRRC Nanjing Puzhen Co., Ltd. Technical Center, 210031,Nanjing,China
2.Institute of Rail Transit, Tongji University, 201804,Shanghai, China
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关键词:
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Key words:
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DOI:10.16037/j.1007-869x.2024.08.044
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中图分类号/CLCN:U260.331
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栏目/Col:研究报告
摘要:
［目的］转向架作为承载车体的关键结构，其异常振动对轨道交通列车的服役性能有直接影响，因此需对车辆转向架疲劳进行深入研究。［方法］针对某城市轨道交通列车出现的转向架异常振动现象，通过开展正线载客跟踪试验，对测试车辆关键区域的动应力进行了分析，结合转向架构架的弹性模态，对不同轨道型式下构架振动和轮轨激励主频进行了对比研究。［结果及结论］该列车的动车转向架构架在车轮镟修前有17个测点的等效应力σaeq超出70MPa的限值，而在车轮镟修后则只有1个测点的σaeq超限，因此车轮的不圆度对构架动应力的影响较大。车轮镟修前后构架的动应力信号在低频区段的主频均为59Hz，车轮镟修后该主频能量依旧存在，说明其与列车运行速度和车轮不圆度的相关性较小；动应力信号在高频区段的主频在700Hz以上，考虑到高频σaeq主要在25MPa以内，因此对转向架构架损伤的贡献非常小。该型转向架构架存在频率约为59Hz的电机与侧梁反向点头的弹性模态，与车辆动应力测点在长轨枕整体道床+ZX-2扣件、短轨枕整体道床+ZX-2扣件，以及浮置板道床(高档钢材)+ZX-2扣件等三种轨道型式上的动应力信号主频一致，而在其他轨道型式上不存在该主频，说明在部分轨道型式上构架弹性模态被激发，造成疲劳损伤值超标。该条线路车辆轴箱的垂向振动主频分别为60.5Hz和37.0Hz，其中60.5Hz主要由车辆与轨道的耦合作用产生，而37.0Hz与减振扣件存在一定相关性，故轨道道床和扣件型式的组合对轮轨振动产生有较大影响。
Abstracts:
［Objective］ As a key structure for carrying the vehicle, the abnormal vibration of bogies has a direct impact on the service performance of rail transit trains. Therefore, it is necessary to conduct in-depth research on the fatigue of vehicle bogies. ［Method］ In response to the abnormal bogie vibration on a certain urban rail transit train, a main line passenger tracking test is conducted to analyze the dynamic stress in the key areas for the testing vehicle. Combined with the elastic mode of bogie frame, the frame vibration and main frequency of wheel-rail excitation under different track types are compared and studied. ［Result & Conclusion］ The equivalent stress (σaeq) of 17 measuring points on train bogie frame exceeds the limit of 70 MPa before wheel reprofiling, while only one measuring point exceeds the limit after wheel reprofiling. Therefore, wheel off roundness has a significant impact on the dynamic stress of the frame. The main frequency of the frame dynamic stress signal both before and after wheel reprofiling is 59 Hz in the low-frequency range, and the main frequency energy still exists after wheel reprofiling, indicating that its correlation with train running speed and wheel off roundness is relatively small. The main frequency of dynamic stress signal is above 700 Hz in the high-frequency range. Since the high-frequency σaeq is mainly within 25 MPa, its contribution to the damage of bogie frame is very small. This type of bogie frame has an elastic mode with a frequency of about 59 Hz, where motor and side beam nod in the opposite direction. The frequency of this elastic mode is consistent with the main frequency of the dynamic stress signal of vehicle dynamic stress measurement points on three track types: long sleeper integrated track bed+ZX-2 fastener, short sleeper integrated track bed+ZX-2 fastener, and floating plate track bed (high-end steel)+ZX-2 fastener. However, this main frequency does not exist on other track types, indicating that the elastic mode of the frame is excited on some track types, causing excessive fatigue damage values. The vertical vibration main frequencies of the vehicle axle box on this line are 60.5 Hz and 37.0 Hz respectively, of which 60.5 Hz is mainly generated by the coupling effect between the vehicle and the track, and 37.0 Hz has a certain correlation with the vibration damping fasteners. Therefore, the combination of track bed and fastener types has a significant impact on the wheel rail vibration.
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