CN112948987A - Comprehensive evaluation method for sound vibration performance and service performance of vibration reduction track - Google Patents
Comprehensive evaluation method for sound vibration performance and service performance of vibration reduction track Download PDFInfo
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Abstract
The invention relates to a comprehensive evaluation method for the sound vibration performance and the service performance of a vibration damping track, which comprises the following steps: establishing a track structure finite element model including parameters of a steel rail, a rail lower base plate and a track plate according to a track structure form of a corresponding vibration damping track; calculating speed admittance and displacement admittance, vibration attenuation rate of the steel rail, sound power level of steel rail vibration, wheel-rail interaction parameters and wave mill growth rate of the steel rail according to the finite element model; and comparing and analyzing the sound power level and the corrugation growth rate spectrogram in the forms of the common track and the vibration reduction track, and evaluating the comparison and analysis result according to an evaluation standard. The invention has the advantages that: besides the vibration damping performance, the vibration damping track form can be effectively judged, whether serious problems exist in the sound vibration performance and the steel rail service performance of the vibration damping track form can be predicted in advance, and the sound vibration performance and the steel rail service performance of the vibration damping track form can be improved and promoted by changing parameters of each part of the track in a simulation model and carrying out repeated trial calculation.
Description
Technical Field
The invention relates to the technical field of railway safety, in particular to a comprehensive evaluation method for the sound vibration performance and the service performance of a vibration damping track.
Background
Vibration damping fastener tracks, trapezoidal sleepers, floating slab tracks and other vibration damping track forms are often arranged in vibration sensitive areas and aim to isolate vertical vibration energy propagating to the environmental soil. However, with the use of a large number of vibration-damping rails of various types, the problems of wheel-rail noise aggravation and abnormal wear of the induced rail gradually emerge, which leads to the reduction of the sound vibration performance and the service performance of the rail, affects the riding comfort of passengers, and increases the maintenance workload of the service department.
To above-mentioned problem, prior art has through the influence of contrast subway vibration isolation measure to rail acoustic power characteristic, and discovery damping track has changed the acceleration admittance amplitude and the track decay rate of rail vertical vibration through reducing the vertical rigidity of track, leads to rail acoustic power can obviously increase at certain frequency channel. The track attenuation rate and the acceleration admittance under two track structure types of a shear type shock absorber and a DTVI2 fastener are also tested through comparison, and the cause and the regulation measure of the special rail corrugation of the damping track of the Beijing subway are analyzed and researched. And by providing a displacement admittance and a corrugation growth rate which are respectively used as evaluation indexes of corrugation generation and development, and analyzing corrugation development mechanisms of different track structures based on the corrugation growth rate, the influence rule of curve radius, different positions among sleepers, driving speed and wheel-rail friction coefficient on the corrugation growth trend is researched. However, at present, an evaluation system for comprehensively evaluating the sound vibration performance and the service performance of the vibration damping track does not exist.
At present, related researches aiming at the problems of wheel rail rolling noise aggravation and abnormal corrugation of a steel rail of a vibration-damping track are less. Only a few methods only consider the sound power level or only consider the increase rate of the corrugation, various methods for test simulation are complicated, and a set of unified method for comprehensively evaluating the sound vibration performance and the service performance of the steel rail is not available. In the current research on the sound power level, a spectral element method and a spectral transfer matrix method are mainly adopted in simulation calculation, so that the vibration reduction track forms in various forms are difficult to be effectively and accurately simulated, and the error is overlarge.
Disclosure of Invention
The invention aims to overcome the defects of the prior art, provides a comprehensive evaluation method for the sound vibration performance and the service performance of a vibration damping track, and effectively solves the problems of abnormal rolling noise of wheel tracks and abnormal abrasion of steel rails in the conventional vibration damping track section.
The purpose of the invention is realized by the following technical scheme: a comprehensive evaluation method for the sound vibration performance and the service performance of a vibration-damping track comprises the following steps:
establishing a track structure finite element model including parameters of a steel rail, a rail lower base plate and a track plate according to a track structure form of a corresponding vibration damping track;
calculating speed admittance and displacement admittance, vibration attenuation rate of the steel rail, sound power level of steel rail vibration, wheel-rail interaction parameters and wave mill growth rate of the steel rail according to the finite element model;
and comparing and analyzing the sound power level and the corrugation growth rate spectrogram in the forms of the common track and the vibration reduction track, and evaluating the comparison and analysis result according to an evaluation standard.
Further, the calculating the velocity admittance and the displacement admittance according to the finite element model comprises: applying unit simple harmonic load to the center of the upper surface of the middle rail head of the middle span of the finite element model to perform harmonic response analysis, extracting displacement response and speed response of the same point, and obtaining the speed admittance of the structure under different frequencies by changing the excitation frequency of the load
And the admittance of the displacement
Further, the calculating the vibration attenuation rate of the steel rail according to the finite element model comprises: applying unit simple harmonic load to the center of the upper surface of the reference point rail head through a finite element model, calculating a one-third octave curve of a frequency response function of each data receiving point and the vibration acceleration of an excitation point, extracting the frequency response function amplitude of each central frequency point of each curve, and substituting the frequency response function amplitude into a calculation formula of the vibration attenuation rate of the steel rail
And obtaining the vibration attenuation rate of the steel rail.
Further, the calculating the sound power level of the rail vibration according to the finite element model includes:
the assumption that the vertical vibration of the rail propagates in the longitudinal direction of the track in an exponentially decaying manner with distance yields | v (x) | ═ v (0) e-β|x|；
The acoustic power of the steel rail is adjusted by using the symmetry of the front and back directions of the line
To be converted into
Converting the attenuation coefficient into an attenuation form with dB/m as a unit to obtain the acoustic power of the steel rail
With W0＝10-12W is reference sound power, and the sound power of the steel rail is expressed as the sound power level of the steel rail
Further, the calculating the wheel-rail interaction parameters according to the finite element model comprises:
converting the track and under-track basic models established in the finite element model into flexible body files which can be identified by multi-body dynamics software, and importing the flexible body files into the multi-body dynamics software to obtain a vehicle-track-under-track basic space coupling dynamic analysis model;
defining the spatial position and direction of a finite element model, the position of a coupling node of a track and an underfloor foundation and the position of a rigid-flexible transition section node, and applying a node spring and a damping element to a structure to construct the nonlinear information of connection with the ground and a fastener;
vehicle parameters, traveling speeds and relevant parameters of the track structure are input, and track interaction parameters when different traveling speeds, curvature radiuses and track types correspond are calculated.
Further, the evaluating according to the result of the evaluation criterion comparative analysis includes: and if the comparative analysis result meets any evaluation condition that the sound power level peak value of the vibration damping track is increased by more than 3dB compared with the common track or the corrugation growth rate is more than 0.01, stopping using the vibration damping track and improving the vibration damping track.
The invention has the following advantages: a comprehensive evaluation method for the sound vibration performance and service performance of a vibration-damping track can effectively judge whether the vibration-damping track has serious problems in the sound vibration performance and the service performance of a steel rail or not in advance in the vibration-damping track form, and can improve and promote the sound vibration performance and the service performance of the steel rail by changing parameters of each part of the track in a simulation model and carrying out repeated trial calculation.
Drawings
FIG. 1 is a schematic flow diagram of the present invention;
fig. 2 is a schematic view of a railhead.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all the embodiments. The components of the embodiments of the present application, generally described and illustrated in the figures herein, can be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the present application, as presented in the figures, is not intended to limit the scope of the claimed application, but is merely representative of selected embodiments of the application. All other embodiments, which can be derived by a person skilled in the art from the embodiments of the present application without making any creative effort, shall fall within the protection scope of the present application. The invention is further described below with reference to the accompanying drawings.
As shown in fig. 1, a comprehensive evaluation method for the sound vibration performance and service performance of a vibration-damping track can effectively solve the problems of abnormal rolling noise of wheel rails and abnormal abrasion of steel rails in the current vibration-damping track section, and can evaluate the sound vibration performance and the service performance of the steel rails in advance before vibration-damping measures are not put into use to prevent the occurrence of accidents; the method specifically comprises the following steps:
s1, establishing a track structure finite element model including a steel rail, a rail lower backing plate and a track plate according to the track structure form of the corresponding vibration damping track;
the material parameters of the steel rail, the under-rail base plate and the rail plate, such as the elastic modulus, the Poisson ratio, the density and the like, are specifically determined according to the structural parameters of the rail, and the material parameters are all subjected to solid modeling so as to consider the vibration participation condition of each part of the rail structure and improve the calculation accuracy; the steel rail, the lower rail base plate and the track plate are connected in a consolidation mode, and two ends of the steel rail are fixedly restrained; the tie length of 20 spans is modeled to eliminate the effect of boundary conditions on settlement results.
The side length of the finite element model mesh is not more than one tenth of the wavelength (wave speed/maximum analysis frequency) at most, and the analysis frequency is generally 50-5000Hz based on the calculation of power level; based on the calculation of the grinder growth rate, the analysis frequency is generally 10-1000Hz, and the maximum side length of the finite element model grid is considered by combining the two conditions:
s2, calculating the velocity admittance and the displacement admittance: and (4) applying unit simple harmonic load to the center of the middle span upper surface of the middle rail head of the finite element rail structure model established in the step (S1), performing harmonic response analysis, and extracting the displacement response and the speed response of the same point. By changing the excitation frequency of the load, the steady state response condition of the structure under different frequencies can be obtained:
wherein R (f) is the displacement admittance under f frequency, V (f) is the velocity admittance under f frequency, F (f) is the periodic force with excitation frequency f, y (f) and v (f) are respectively the displacement and velocity under the action of F (f).
S3, calculating the vibration attenuation rate of the steel rail;
the calculation formula of the vibration attenuation rate of the steel rail is as follows:
wherein, A (x)0) Representing the magnitude of the frequency response function at each center frequency point of each 1/3 octaves at the reference point; a (x)n) Representing the frequency response function amplitude of each central frequency point of 1/3 octaves of the nth excitation point; Δ xnThe distance of the nth measuring point from the reference point is shown.
As shown in fig. 2, the track structure finite element model established in step S1 is adopted, the fifth span is taken as the position (reference point) of the point 0 in the graph, a unit simple harmonic load is applied to the center of the upper surface of the reference point railhead, the center of the upper surface of the railhead at the position indicated by the arrow in the upper graph is taken as the position of the data receiving point, one-third octave curves of the frequency response function of each data receiving point and the excitation point vibration acceleration are calculated, the frequency response function amplitude of each central frequency point of each curve is extracted, and the frequency response function amplitude is substituted into the above formula to obtain the vibration attenuation rate of the steel rail.
S4, calculating the sound power level of the vibration of the steel rail;
the acoustic power W of an infinitely long rail can be expressed as:
where v (x) is the amplitude of the rail vibration velocity at x, ρ0c0Is the acoustic characteristic impedance in air, p0＝1.225kg/m3Is the density of air, c0340m/s is the speed of sound in air, σ is the frequency dependent radiance, is an inherent property of the rail, and P is the perimeter of a section, which is the sum of the top and bottom widths of the rail base and head, 0.413m, for rail vertical vibration.
It is assumed that vertical vibrations of the rail propagate along the longitudinal direction of the line in a manner that decays exponentially with distance:
|v(x)|＝v(0)e-β|x|
where v (0) is the vibration velocity amplitude (i.e., displacement admittance) at the reference point and β is the damping coefficient. By using the symmetry of the line in the front-back direction, then:
converting the attenuation coefficient into an attenuation rate form with a unit of dB/m, wherein when delta is 8.686 beta dB/m, then:
the invention is only suitable for ballastless tracks, so that the same fastener spacing and rubber mat bearing area exist. Therefore, if the rail is simplified to a line sound source, the radiancy of the rail can be considered to be the same. Meanwhile, the air sound characteristic impedance and the perimeter of the section of the steel rail are consistent. The first term of the above equation is the same for all four track structures, and the sound power level of the vibration damping track structure can be calculated using the velocity admittance and the vibration damping rate determined in steps S2 and S3, taking into account only the second term and the third term.
S5, calculating wheel-rail interaction parameters;
and converting the track and under-track basic models established in the finite element model into flexible body files which can be identified by multi-body dynamics software, and importing the flexible body files into the multi-body dynamics software to obtain a vehicle-track-under-track basic space coupling dynamic analysis model. The method comprises the steps of defining the space position and direction of a finite element model, the position of a coupling node of a track and an under-rail foundation and the position of a rigid-flexible transition section node, and applying node springs and damping elements to a structure to construct information such as connection with the ground and fastener nonlinearity. The input of the rail irregularity uses the us spectrum. Through inputting vehicle parameters, traveling speeds and relevant parameters of track structures, corresponding wheel-track interaction parameters including contact patch sizes, wheel-track contact normal forces, transverse creep force, transverse creep rate, elastic deformation between wheel tracks and the like are calculated when different traveling speeds, curve radiuses and track types are adopted.
S6, calculating the increase rate of the rail corrugation;
the expression for the corrugation growth rate G is as follows:
wherein,
wherein k is0For the coefficient of material wear proportion, 1X 10 is generally taken-9(ii) a Rho is the density of the steel rail, and 7850kg/m is taken3(ii) a a and b are respectively the length of a contact spot long half shaft and the length of a contact spot short half shaft; d is the elastic deformation between the wheel rails; n is a wheel-rail contact normal force; vmTrain speed; t isη,0Is a constant part of transverse creep force; fηη,FζζRespectively the transverse and vertical displacement admittance of the steel rail; v isη,νη,0,νη,maxLateral creep rate, its constant part, its maximum; coefficient of friction between the mu wheel rails.
The parameters in the formula are calculated in steps S2-S5, and are substituted into the expression of the corrugation growth rate G to obtain the corrugation growth rate.
S7, comparing and analyzing differences between sound power levels and corrugation growth rate spectrograms of the common track and the vibration damping track, if the sound power level peak value of the vibration damping track is increased by more than 3dB or the corrugation growth rate is more than 0.01 (a conclusion obtained through a large amount of calculation), if any point is met, the vibration damping track needs to be improved, and the vibration damping track is not suitable for being put into use.
The foregoing is illustrative of the preferred embodiments of this invention, and it is to be understood that the invention is not limited to the precise form disclosed herein and that various other combinations, modifications, and environments may be resorted to, falling within the scope of the concept as disclosed herein, either as described above or as apparent to those skilled in the relevant art. And that modifications and variations may be effected by those skilled in the art without departing from the spirit and scope of the invention as defined by the appended claims.
Claims (6)
1. A comprehensive evaluation method for the sound vibration performance and the service performance of a vibration-damping track is characterized by comprising the following steps: the comprehensive evaluation method comprises the following steps:
establishing a track structure finite element model including parameters of a steel rail, a rail lower base plate and a track plate according to a track structure form of a corresponding vibration damping track;
calculating speed admittance and displacement admittance, vibration attenuation rate of the steel rail, sound power level of steel rail vibration, wheel-rail interaction parameters and wave mill growth rate of the steel rail according to the finite element model;
and comparing and analyzing the sound power level and the corrugation growth rate spectrogram in the forms of the common track and the vibration reduction track, and evaluating the comparison and analysis result according to an evaluation standard.
2. The comprehensive evaluation method for the sound vibration performance and the service performance of the vibration-damping track according to claim 1, wherein the comprehensive evaluation method comprises the following steps: the calculating the velocity admittance and the displacement admittance according to the finite element model comprises: applying unit simple harmonic load to the center of the upper surface of the middle rail head of the middle span of the finite element model to perform harmonic response analysis, extracting displacement response and speed response of the same point, and obtaining the speed admittance of the structure under different frequencies by changing the excitation frequency of the load
And the admittance of the displacement
3. The comprehensive evaluation method for the sound vibration performance and the service performance of the vibration-damping track according to claim 1, wherein the comprehensive evaluation method comprises the following steps: the calculating of the vibration attenuation rate of the steel rail according to the finite element model comprises the following steps: applying unit simple harmonic load to the center of the upper surface of the reference point rail head through a finite element model, calculating a one-third octave curve of a frequency response function of each data receiving point and the vibration acceleration of an excitation point, extracting the frequency response function amplitude of each central frequency point of each curve, and substituting the frequency response function amplitude into a calculation formula of the vibration attenuation rate of the steel rail
And obtaining the vibration attenuation rate of the steel rail.
4. The comprehensive evaluation method for the sound vibration performance and the service performance of the vibration-damping track according to claim 1, wherein the comprehensive evaluation method comprises the following steps: the calculating the sound power level of the rail vibration according to the finite element model comprises the following steps:
the assumption that the vertical vibration of the rail propagates in the longitudinal direction of the track in an exponentially decaying manner with distance yields | v (x) | ═ v (0) e-β|x|；
The acoustic power of the steel rail is adjusted by using the symmetry of the front and back directions of the line
To be converted into
Converting the attenuation coefficient into an attenuation form with dB/m as a unit to obtain the acoustic power of the steel rail
With W0＝10-12W is reference sound power, and the sound power of the steel rail is expressed as the sound power level of the steel rail
5. The comprehensive evaluation method for the sound vibration performance and the service performance of the vibration-damping track according to claim 1, wherein the comprehensive evaluation method comprises the following steps: the calculating the wheel-rail interaction parameters according to the finite element model comprises the following steps:
converting the track and under-track basic models established in the finite element model into flexible body files which can be identified by multi-body dynamics software, and importing the flexible body files into the multi-body dynamics software to obtain a vehicle-track-under-track basic space coupling dynamic analysis model;
defining the spatial position and direction of a finite element model, the position of a coupling node of a track and an underfloor foundation and the position of a rigid-flexible transition section node, and applying a node spring and a damping element to a structure to construct the nonlinear information of connection with the ground and a fastener;
vehicle parameters, traveling speeds and relevant parameters of the track structure are input, and track interaction parameters when different traveling speeds, curvature radiuses and track types correspond are calculated.
6. The comprehensive evaluation method for the sound vibration performance and the service performance of the vibration-damping track according to claim 1, wherein the comprehensive evaluation method comprises the following steps: the evaluating according to the result of the evaluation criterion comparative analysis includes: and if the comparative analysis result meets any evaluation condition that the sound power level peak value of the vibration damping track is increased by more than 3dB compared with the common track or the corrugation growth rate is more than 0.01, stopping using the vibration damping track and improving the vibration damping track.
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| CN115455747B (en) * | 2022-11-11 | 2023-02-03 | 成都西交轨道交通技术服务有限公司 | Rail corrugation evaluation and maintenance management method and system and electronic equipment |
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| CN117194847B (en) * | 2023-11-06 | 2024-02-09 | 国合通用(青岛)测试评价有限公司 | Vibration reduction effect evaluation system and method for vibration reduction steel rail |
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