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首页> 外文会议>International Conference on Computers in Railways; 2004; Dresden; DE >Dynamic vehicle response versus virtual transitions
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Dynamic vehicle response versus virtual transitions

机译：动态车辆响应与虚拟过渡

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The idea of transition curves was first presented by Pressel in 1854, and first used in the construction of the Brenner Railway 1864-1867. Nowadays, the use of transition curves in horizontal curves is common practice, both between a circular curve and an adjacent straight, and between circular curves with different radii. The transition curves increase the time span for changing lateral acceleration perceived by the passengers, hence reducing lateral jerk. However, there are still curves (designed or existing) without transition curves. One of the reasons for omitting the transition curves may be that there is no change of cant between two elements with different curvature and lateral jerk is based on the assumptions of virtual transitions. The concept of virtual transition is as follows. As long as both bogies of a vehicle are on a straight track, the lateral acceleration is zero. When both bogies are on a circular curve, the vehicle is subject to full lateral acceleration. In between these two extremes, when only one bogie has entered the circular curve, lateral acceleration is assumed to increase linearly (with chainage). Hence, the lateral jerk becomes (the change of) lateral acceleration multiplied with train speed and divided by bogie king pin spacing. Dynamic vehicle response, when entering horizontal curves where transition curves are omitted, has been quantified in computer experiments with software for the dynamic interaction between vehicles and track. The simulations show that vehicle response does not correspond to the above assumptions for virtual transitions. The simulations also indicate that the wheel/rail forces have unfavourable peak values where the radius is changed without transition curves.
机译：过渡曲线的概念最早是由Pressel在1854年提出的，并且首先用于布伦纳铁路1864-1867的建设中。如今，在圆曲线和相邻的直线之间以及在具有不同半径的圆曲线之间，通常在水平曲线中使用过渡曲线。过渡曲线增加了改变乘客感知的横向加速度的时间跨度，从而减少了横向冲击。但是，仍有一些曲线（设计的或现有的）没有过渡曲线。忽略过渡曲线的原因之一可能是，具有不同曲率和横向加速度的两个元素之间的倾斜没有变化，是基于虚拟过渡的假设。虚拟过渡的概念如下。只要车辆的两个转向架都在直线轨道上，则横向加速度为零。当两个转向架都处于圆形曲线上时，车辆将受到完全的横向加速度。在这两个极端之间，当只有一个转向架进入圆形曲线时，假定横向加速度呈线性增加（带有束缚）。因此，横向加速度变为横向加速度乘以列车速度并除以转向架主销间距。在输入省略了过渡曲线的水平曲线时，动态车辆响应已经在计算机实验中通过用于车辆和轨道之间动态交互的软件进行了量化。仿真表明，车辆响应与上述虚拟过渡的假设不符。仿真还表明，车轮/轨道力具有不利的峰值，其中半径在没有过渡曲线的情况下改变。

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