高速铁路钢轨波磨研究

On Rail Corrugation of High Speed Railway

通过现场测试和运用NUCARS动力学计算软件,对高速铁路钢轨波磨的特点及其对轨道结构动力响应的影响和钢轨波磨整治限值进行研究.结果表明：高速铁路线路高速区钢轨波磨的波长一般为120～150mm,而在车站附近的线路低速区钢轨波磨的波长一般为60～80mm,波磨的平均深度一般在0.10 mm以下;钢轨波磨的波长与列车速度耦合作用产生的特定频率会使轨道结构产生较为明显的高频振动分量,从而引起轮轨垂直力以及钢轨、轨道板和底座板振动加速度的增大,比钢轨无波磨区增大1倍左右;钢轨有、无波磨时轮轨水平力和梁面振动加速度变化不大;随着钢轨波磨深度的增加,轮轨垂直力和轮轨减载率均增大;综合考虑高速铁路无砟轨道线路的平顺性和安全性等技术要求,推荐高速铁路钢轨波磨整治的深度限值为0.08 mm.

Through field tests and dynamics software NUCARS,the characteristics of rail corrugation of high-speed railway were analyzed.The influence of rail corrugation on the dynamic response of track structure and the limit of rail corrugation treatment were studied.Results show that the wavelength of rail corrugation is generally 120～150 mm in high speed section and 60～80 mm in the low speed section near the station.The average depth of corrugation is below 0.10 mm in general.The wavelength of rail corrugation together with the specific frequency produced by the coupling effect of train speed will give rise to more obvious high frequency component of track structure,which causes the increase in wheel/rail vertical force as well as the acceleration of rail,track slab and base slab,and the increase is twice as that of where the rail corrugation does not occur.Both the lateral wheel-rail force and the vibration acceleration of beam deck vary little whether the rail corrugation occurs or not.Both the vertical wheel-rail force and load reduction rate increase with the increase of rail corrugation depth.The technical requirements for the regularity and safety of high-speed ballastless track are taken into comprehensive consideration.It is recommended that the depth limit of rail corrugation treatment for high speed railway should be 0.08 mm.