轮轨接触点位置变化对测力轮对测量影响及其补偿方法
陈春俊1,2邓倩1
Influence of Wheel-Rail Contact Point Changes on Force-Measuring Wheelset Measurement and the Compensation Method
CHEN Chunjun1,2DENG Qian1
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作者信息:1.西南交通大学机械工程学院，610031,成都
2.轨道交通运维技术与装备四川省重点实验室，610031,成都
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Affiliation:1.School of Mechanical Engineering of Southwest Jiaotong University, 610031, Chengdu, China
2.Sichuan Provincial Key Laboratory of Rail Transit Operation and Maintenance Technology and Equipment, 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.2024.12.019
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中图分类号/CLCN:U211.5
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栏目/Col:学术专论
摘要:
［目的］列车运行过程中，轮对存在随机振动，导致轮轨接触点位置发生变化，进而影响轮轨力的测量结果。为了解决该问题，提出一种测量补偿方法。［方法］介绍了轮轨接触点位置变化对测力轮的影响；介绍了轮轨接触点位置变化后，轮轨力测量的补偿方案；通过仿真分析，验证考虑轮轨接触点位置变化的轮轨力测量补偿方案的有效性。［结果及结论］添加美国五级轨道不平顺谱激励后，轮轨接触点位置最大偏移量为17.53mm，垂向力最大相对误差达到了22.85%；采用所提测量补偿方法后，轮轨垂向力最大相对误差为8.02%，测量精度明显提高。叠加尖弯不平顺谱后，脱轨系数最大达到了1.0168，超过允许限度；采用无偏移标定系数计算出的脱轨系数为0.3477，采用所提补偿方法计算出的脱轨系数为0.9622，说明该方法能够更准确地反映出列车的运行安全状态。
Abstracts:
［Objective］ During train operation, there is random vibration in the wheelset, which causes position changes of the wheel-rail contact point, thereby affecting the measurement results of the wheel-rail force. To solve this problem, a measurement compensation method is proposed. ［Method］ The influence of wheel-rail contact point position changes on the force-measuring wheel, and the compensation scheme for wheel-rail force measurement after wheel-rail contact point position change are introduced. The validity of the wheel-rail force measurement compensation scheme considering wheel-rail contact point position changes is verified through simulation analysis. ［Result & Conclusion］ After adding the U.S Grade V track irregularity spectrum excitation, the maximum offset of the wheel-rail contact point position is 17.53 mm, and the maximum relative error of the vertical force reaches 22.85%; after adopting the proposed measuring compensation method, the maximum relative error of the wheel-rail vertical force decreases to 8.02%, and the measurement accuracy is significantly improved. After superimposing the sharp bend irregularity spectrum, the maximum derailment coefficient reaches 1.016 8, exceeding the allowable limit; the derailment coefficient calculated by the non-offset calibration coefficient is 0.347 7, and the derailment coefficient calculated with the proposed compensation method is 0.962 2, indicating that this method can accurately reflect better the train running safety status.
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