摘要
早期地铁线路大量应用的9号活接头式道岔病害频繁,养护维修工作量大,实际运营中消除道岔活接头的需求愈发强烈。针对既有活接头式道岔进行无缝化改造设计,基于有限单元法与多体动力学理论,建立道岔空间有限元模型与车辆-道岔耦合动力学模型,对新型道岔结构方案进行尖轨转换特性、无缝化力学特性以及动力学特性分析,全面评价结构静、动力学安全可行性。研究结果表明:1)尖轨理论最大转换力与不足位移分别为4.1 kN与1.2 mm,最小轮缘槽宽度为88.4 mm,等效应力最大为92.4 MPa,位于斥离侧轨底长趾刨切段末端,道岔试制试铺验证了转换理论计算的准确性,各指标实测结果满足单机牵引的要求;2)道岔无缝化后,钢轨轴向应力与螺栓剪切应力最大分别为222.2 MPa与233.4 MPa,尖轨纵向位移最大为6.6 mm,基-尖轨相对位移最大为5.4 mm,结构强度与位移均满足规范要求,无缝化设计可行;3)车辆以100 km/h直向通过新型道岔时,轮轨垂向力、脱轨系数与轮重减载率最大分别为92.7 kN,0.06与0.11,各指标安全储备较高。4)消除活接头对道岔动力特性有显著增益,列车通过新型道岔时,轮轨垂向力、脱轨系数峰值相比改造前分别降低17%与19%以上,行车安全性与品质更好。研究成果可为活接头式道岔改造以及进一步性能升级提供理论依据。
No.9 turnouts with loose heel switches have been widely used in early subway lines.Since they suffer from failures and require frequent maintenance,there is a strong practice demand to eliminate the turnout loose joint.By aiming at the jointless transformation of existing turnout,a specific design was carried out.Based on the finite element method and multi-body dynamics theory,a spatial finite element model of the turnout and a vehicle-turnout coupling dynamic model were established.The conversion characteristics,jointless mechanical characteristics and dynamic characteristics of the new turnout were analyzed to comprehensively evaluate the static and dynamic safety and feasibility.The results show that:(1)The theoretical maximum conversion force and deviation of switch rail are 4.1 kN and 1.2 mm,respectively.The minimum flangeway width is 88.4 mm,and the maximum equivalent stress is 92.4 MPa,which is located at the end of the long toe cutting section at the bottom of the repelling rail.The trial-laid turnout verified the accuracy of conversion theory calculation,and the measured results meet the requirements of single switch machine traction.(2)The maximum axial stress of rail and shear stress of bolts are 222.2 MPa and 233.4 MPa,respectively.The maximum longitudinal displacement of the switch rail and the relative displacement between the stock and switch rail are 6.6 mm and 5.4 mm,respectively.The CWR turnout strength and displacement meet the code requirements,which indicates that the jointless design is feasible.(3)When the train passes the new turnout straightly at a speed of 100 km/h,the wheel vertical force,derailment coefficient and wheel load reduction rate are 92.7 kN,0.06,and 0.11,respectively.The safety reserve of each index is sufficient.(4)Eliminating the loose joints is beneficial to the turnout dynamic characteristics.When the train passes through the new turnout,as compared with those before the transformation,the peak wheel vertical force and derailment coefficient are reduced by 17%and 19%,respectively,and the driving safety and quality are improved.This study can serve as a theoretical reference for the transformation and further upgrade for turnouts with loose heel switch.
作者
田春雨
赵天运
张东风
刘婷林
TIAN Chunyu;ZHAO Tianyun;ZHANG Dongfeng;LIU Tingin(Track Engineering Design and Research Institute,China Railway Engineering Consulting Group Co.,Ltd.,Beijing 100055,China)
出处
《铁道科学与工程学报》
EI
CAS
CSCD
北大核心
2023年第10期3747-3758,共12页
Journal of Railway Science and Engineering
基金
中铁设计集团公司A类科研项目(研2022-29)
广州地铁集团公司科研项目(HT220004)。
关键词
9号道岔
活接头改造
无缝化
转换特性
力学特性
动力学特性
No.9 turnout
loose joint transformation
CWR
conversion characteristics
mechanical characteristics
dynamic characteristics
