A method for rectifying a high-speed train shaking based on rail grinding

Abstract

The application discloses a method for treating shaking of high-speed trains based on rail grinding. The principle is that firstly, the vehicle body vibration frequency is obtained by adding a passenger, a vehicle-track coupling dynamics model is established based on vehicle dynamics software, the actual working condition is simulated, a plurality of different rail wear profiles are designed, the vehicle body vibration frequency when the vehicle passes through the line with different rail wear profiles is simulated, the vehicle body vibration frequency corresponding to different rail wear profiles is obtained, then the corresponding rail wear profile is selected according to the actual vehicle body vibration frequency, then the rail grinding amount at different angles is calculated by referring to the new profile, and the grinding operation is performed. The method does not need to measure the rail profile by using a rail profile instrument, the field rail profile is deduced according to the vehicle body vibration frequency, and then the rail is ground, so that the treatment of the shaking of high-speed trains is realized.

Description

Technical Field

[0001] This invention patent relates to the field of railway rail grinding, specifically a method for controlling the shaking and swaying of high-speed trains based on rail grinding. Background Technology

[0002] As the load capacity of high-speed railways increases, the wear and tear on high-speed railway rails also worsens, making the wheel-rail relationship between high-speed trains and railways increasingly prominent. Poor wheel-rail relationships can easily lead to instability of the high-speed train body, mainly manifested in the following ways:

[0003] 1. When rail sagging is severe, the high-speed train body is prone to lateral high-frequency vibration and instability.

[0004] 2. When the rails are severely worn, the high-speed train body is prone to lateral low-frequency swaying and instability. Summary of the Invention

[0005] To address the aforementioned problems, this invention proposes a method for controlling the vibration and swaying of high-speed trains based on rail grinding.

[0006] First, a ride was conducted on an unstable high-speed train to obtain a time-domain table of the train's lateral acceleration during high-speed operation. A Fourier transform was then performed on this table to determine the main frequency distribution of lateral vibration. Based on the magnitude of the vibration frequency, it was determined whether the rails underwent vertical or lateral grinding. Next, multiple rail wear profiles were designed. Using vehicle dynamics software, the vibration frequencies of the train passing through different rail wear models were simulated. Based on the measured vibration frequencies, the corresponding rail wear profile was selected. Then, the rail wear profile was aligned and matched with the new profile based on the principle of minimizing grinding amount. The grinding amounts for different angles of the rails were designed and the grinding process was carried out. Summary of the Invention

[0008] To address the aforementioned problems, this invention proposes a method for controlling the vibration and swaying of high-speed trains based on rail grinding. This method cleverly uses the vibration frequency of the train body during operation to infer the profile of the rail on-site, thereby enabling rail grinding and ultimately controlling the vibration and swaying of the train.

[0009] This invention relates to a method for controlling vibration and swaying in high-speed trains based on rail grinding. The specific steps are as follows:

[0010] Step 1: Ride the high-speed train.

[0011] Step 2: Measure the vehicle body vibration acceleration and frequency during train operation using the onboard passenger sensor.

[0012] Step 3: Determine the type of train vibration by analyzing the vibration frequency of the train body, and then determine the type of train wear.

[0013] Step 4: Based on the new standard rail profile, simulate the rail profile of each wear type and degree of wear using vehicle dynamics software; further simulate the vibration frequency of the train when passing through each set of rail profiles designed above.

[0014] Step 5: Based on the train vibration frequency and the wear type corresponding to that frequency measured in Step 3, and combined with the correspondence between the wear type and wear degree obtained from the simulation in Step 4 and the train vibration frequency, select the corresponding wear profile.

[0015] Step 6: Align the rail wear profile selected in Step 5 with the target profile for grinding the turnout rail.

[0016] Step 7: Based on the rail surface angle distribution diagram, calculate the normal distance from each point of the target profile at different angles to the measured profile. The normal distance is the grinding cutting amount required for the rail at the corresponding angle.

[0017] Step 8: Perform grinding operations on the rails based on the grinding cutting amount obtained in Step 7.

[0018] The advantages of this invention are:

[0019] 1. This invention is based on a method for treating high-speed train vibration and swaying by grinding rails. It eliminates the need to use a rail profiler to measure the rail profile. The rail profile can be deduced from the vibration frequency of the train body, effectively saving costs.

[0020] 2. This invention is based on a method for treating high-speed train shaking and swaying by grinding steel rails. It is simple to operate, highly efficient, and effectively solves the problem of high-speed train body instability. Attached Figure Description

[0021] Figure 1 This is a flowchart of the method for controlling the vibration and swaying of high-speed trains based on rail grinding, as described in this invention.

[0022] Figure 2 This is a high-frequency jitter spectrum obtained from actual measurements;

[0023] Figure 3 This is the measured low-frequency sway spectrum.

[0024] Figure 4 Schematic diagram of the profile design for vertical grinding of rails;

[0025] Figure 5 A schematic diagram of the rail side grinding profile design;

[0026] Figure 6 Alignment and angular distribution of worn-out silhouettes with new silhouettes. Detailed Implementation

[0027] The present invention will now be described in further detail with reference to the accompanying drawings.

[0028] This invention relates to a method for controlling vibration and swaying in high-speed trains based on rail grinding, such as... Figure 1 As shown, the specific steps are as follows:

[0029] Step 1: Ride the high-speed train.

[0030] Step 2: Railway staff use a portable onboard passenger sensor to measure the vehicle body vibration acceleration and frequency during train operation.

[0031] Step 3: Since the natural frequency of vehicle body vibration is 2Hz-4Hz, if the measured frequency of the vehicle body is lower than 2Hz, it indicates that the vehicle body is experiencing low-frequency shaking. Figure 3 The image shows the measured low-frequency sway spectrum. The presence of low-frequency sway indicates that the inner side of the rail is lower, the equivalent taper is smaller, and the rail has experienced side wear.

[0032] If the measured vehicle body frequency is higher than 4 Hz, it indicates that the vehicle body is experiencing high-frequency vibration. Figure 2 The image shows the measured high-frequency vibration spectrum. The presence of high-frequency vibration indicates that the inner side of the rail is relatively high, the equivalent taper is large, and the rail has experienced sagging.

[0033] Step 4: Simulation of vehicle body vibration frequency

[0034] Based on the new standard rail profile, multiple sets of rail vertical and side grinding profiles were designed using vehicle dynamics software. Furthermore, using vehicle dynamics software, the vibration frequencies of the train body were simulated when passing through each of the aforementioned designed rail vertical and side grinding profiles. Figure 4 The image shows the design profiles for rail sag, with seven different sag profiles for sags ranging from 0.1 to 0.7 mm, spaced at 0.1 mm intervals. Figure 5 The figures show the design profiles for rail side grinding, with seven different side grinding profiles ranging from 0.1mm to 0.7mm and spaced 0.1mm apart.

[0035] Step 5: Determine the wear profile and grinding amount

[0036] Based on the frequency of each high-frequency or low-frequency vibration during the actual measurement process in step 3 and the corresponding rail wear type, combined with the correspondence between the rail vertical and side wear profiles obtained from the simulation in step 4 and the vehicle vibration frequency, the corresponding rail wear profile is selected from the rail vertical and side wear profiles obtained from the simulation.

[0037] Step 6: Align the rail wear profile selected in Step 5 with the target profile for turningout rail grinding. The alignment method is as follows: First, find the maximum longitudinal y-axis coordinate point A1 of the measured turningout profile. Then, align point A1 with the maximum y-axis coordinate point A1 of the target turningout rail grinding profile. After alignment, draw a line L1 parallel to the transverse x-axis through point A1. Then, draw a line L2 parallel to L1, extending 20mm downwards. L2 intersects the profile at two points, A2 and A3. Align point A3 on the measured profile with the corresponding point A3 on the target turningout rail grinding profile. For example... Figure 6 As shown.

[0038] Step 7: Based on the rail surface angle distribution diagram, calculate the normal distance from each point of the target profile at different angles to the measured profile. The normal distance is the grinding cutting amount required for the rail at the corresponding angle.

[0039] Step 8: Perform grinding operations on the rails based on the grinding cutting amount obtained in Step 7.

Claims

1. A method for controlling vibration and swaying of high-speed trains based on rail grinding, characterized in that: The specific steps are as follows: Step 1: Ride a passenger on the high-speed train; Step 2: Measure the vehicle body vibration acceleration and frequency during train operation using the onboard passenger sensor; Step 3: Determine the type of train vibration by analyzing the car body vibration frequency, and then determine the type of train wear. Step 4: Based on the new standard rail profile, simulate the rail profile of each wear type and wear degree using vehicle dynamics software; further simulate the vibration frequency of the train passing through the aforementioned rail profile of each wear type and wear degree. Step 5: Based on the train vibration frequency and the wear type corresponding to that frequency measured in Step 3, and combined with the correspondence between the wear type and wear degree obtained from the simulation in Step 4 and the train vibration frequency, select the corresponding wear profile. Step 6: Align the rail wear profile selected in Step 5 with the target profile for grinding the turnout rail; Step 7: Based on the rail surface angle distribution diagram, calculate the normal distance from each point of the target profile at different angles to the measured profile. The normal distance is the grinding cutting amount of the rail to be ground at the corresponding angle. Step 8: Perform grinding operations on the rails based on the grinding cutting amount obtained in Step 7.

2. The method for controlling vibration and swaying of high-speed trains based on rail grinding as described in claim 1, characterized in that: In step 2, if the measured car body frequency is below 2Hz, the train is experiencing low-frequency shaking, and the wear type is side wear; if the measured car body frequency is above 4Hz, the train is experiencing high-frequency shaking, and the wear type is vertical wear.

3. The method for controlling high-speed train vibration and swaying based on rail grinding as described in claim 1, characterized in that: In step 6, the alignment method first finds the maximum point A1 of the longitudinal y-axis coordinate of the actual measured profile of the turnout, then aligns it with the maximum point A1 of the y-axis coordinate corresponding to the target profile of the turnout rail grinding. After alignment, draw a line L1 parallel to the transverse x-axis through point A1, and then draw a line L2 parallel to L1 20mm down. L2 intersects the profile at two points A2 and A3 on the left and right. Align point A3 on the actual measured profile with the corresponding point A3 on the target profile of the turnout rail grinding.

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