高速铁路辙叉区钢轨打磨廓形设计方法

林凤涛; 吴涛; 杨洋; 庞华飞; 邹亮; 翁涛涛; 王松涛; 邓卓鑫

doi:10.19818/j.cnki.1671-1637.2021.06.009

高速铁路辙叉区钢轨打磨廓形设计方法

doi: 10.19818/j.cnki.1671-1637.2021.06.009

1.
华东交通大学载运工具与装备教育部重点实验室，江西南昌 330013
2.
中车株洲电力机车有限公司，湖南株洲 412001
3.
广州铁路职业技术学院，广东广州 510430

基金项目:

国家自然科学基金项目 52065021

江西省科技厅重点研发计划 20212BBE53024

详细信息

作者简介:
林凤涛(1977-)，男，内蒙古赤峰人，华东交通大学教授，工学博士，从事轮轨关系研究

中图分类号: U213.62
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- 被引次数: 0
出版历程
- 收稿日期: 2021-06-11
- 网络出版日期: 2022-02-11
- 刊出日期: 2021-12-01

Design method of rail grinding profile in frog area of high-speed railway

1.
Key Laboratory of Conveyance and Equipment of Ministry of Education, East China Jiaotong University, Nanchang 330013, Jiangxi, China
2.
CRRC Zhuzhou Locomotive Co., Ltd., Zhuzhou 412001, Hunan, China
3.
Guangzhou Railway Polytechnic, Guangzhou 510430, Guangdong, China

Funds:

National Natural Science Foundation of China 52065021

Key Research and Development Program of Science and Technology Department of Jiangxi Province 20212BBE53024

More Information

Author Bio:
LIN Feng-tao(1977-), male, professor, PhD, 46473697@qq.com

Article Text (Baidu Translation)

摘要

摘要: 以心轨顶宽20、35、50 mm处的辙叉区钢轨关键截面作为研究对象，基于NURBS曲线理论建立辙叉区钢轨廓形重构方法；以关键截面钢轨廓形上若干型值点为设计变量，以打磨材料去除量的减少和脱轨系数的降低为目标，以钢轨廓形几何特征和降低钢轨滚动接触疲劳为约束条件，设计出18号道岔辙叉区钢轨经济性打磨廓形；建立了轮轨接触有限元模型和车辆-轨道耦合动力学模型，进行了轮轨接触应力与动力学指标计算。分析结果表明：优化的打磨廓形接触点分布均匀，具有良好的轮轨接触几何特性；钢轨打磨材料去除量在2号截面处降低了17.2%；各截面Mises应力分别降低了8.7%、8.3%和11.5%，轮轨接触应力降幅分别为12.9%、15.8%和18.0%；列车逆侧向过岔时，轮轨横向力与车体横向振动加速度分别降低了10.3%和15.6%，脱轨系数与轮重减载率分别降低了8.1%和10.6%，疲劳因子降低了12.2%。可见，优化廓形在保证列车运行安全性的同时，提升了列车运行的平稳性以及辙叉区钢轨的使用寿命。
- 铁道工程 /
- 车辆系统动力学 /
- 轮轨关系 /
- 轮轨接触 /
- NURBS曲线理论 /
- 打磨廓形
Abstract: For the critical section of a rail in the frog area with top widths of 20, 35 and 50 mm of the core rail as the research object, the rail profile reconstruction method was developed to analyze the frog area based on the NURBS curve theory. Several types of data points on the rail profile of the key section were set as design variables, and the reduction of the removal amount of grinding material and derailment coefficient were taken as the objective, and the geometric characteristics of the rail profile and the rolling contact fatigue reduction of the rail were used as constraints, the economic grinding profile of the rail in the frog area of No.18 turnout was designed. The wheel-rail contact finite element model and vehicle-track coupling dynamic model were established, and the wheel-rail contact stresses and dynamics indexes were calculated. Analysis results show that the optimized grinding profile contact points are evenly distributed and have good wheel-rail contact geometric characteristics. The removal amount of the rail grinding material decreases by 17.2 % in section 2. The Mises stresses of each section decrease by 8.7%, 8.3%, and 11.5%, respectively, and the wheel-rail contact stresses decrease by 12.9%, 15.8%, and 18.0%, respectively. When the train reversely passing turnout branch, wheel-rail lateral force and lateral vibration acceleration of the car body decrease by 10.3% and 15.6%, respectively, the derailment coefficient and the wheel-load reduction rate decrease by 8.1% and 10.6%, respectively, and the fatigue index decreases by 12.2%. Therefore the optimized profile not only ensures train operation safety, but also improves train operation stability and the service life of the rail in frog areas. 5 tabs, 14 figs, 26 refs.
- railway engineering /
- vehicle system dynamics /
- wheel-rail relationship /
- wheel-rail contact /
- NURBS curve theory /
- grinding profile

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图 1 辙叉区钢轨关键截面廓形

Figure 1. Profiles of rail key sections in frog area

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图 2 拟合廓形与标准廓形曲线对比

Figure 2. Comparison between fitting profile and standard profile curves

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图 3 辙叉区钢轨优化廓形

Figure 3. Optimized profiles of rail in frog area

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图 4 打磨材料去除量对比

Figure 4. Comparison of grinding material removal amounts

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图 5 截面1的标准廓形与优化廓形

Figure 5. Standard and optimized profiles of section 1

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图 6 截面2的标准廓形与优化廓形

Figure 6. Standard and optimized profiles of section 2

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图 7 截面3的标准廓形与优化廓形

Figure 7. Standard and optimized profiles of section 3

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图 8 辙叉区轮轨接触有限元模型

Figure 8. Finite element model of wheel-rail contact in frog area

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图 9 截面1的接触应力

Figure 9. Contact stresses of section 1

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图 10 截面2的接触应力

Figure 10. Contact stresses of section 2

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图 11 截面3的接触应力

Figure 11. Contact stresses of section 3

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图 12 优化前后轮轨接触应力对比

Figure 12. Comparison of wheel-rail contact stresses between optimized and standard profiles

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图 13 列车侧逆向过岔动力学响应

Figure 13. Vehicle dynamics responses when train reversely passing turnout branch

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图 14 优化前后的滚动接触疲劳因子

Figure 14. Rolling contact fatigue indices of optimized and standard profiles

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表 1 拟合廓形与标准廓形的相关系数

Table 1. Correlation coefficients between fitting profile and standard profile

情况	型值点个数	r_swt	时间/h
1	13	0.89	10
2	16	0.94	23
3	19	0.97	51

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表 2 NURBS拟合廓形关键参数

Table 2. Key parameters of NURBS fitting profile

型值点	型值点坐标		权因子权重	控制点坐标
型值点	横坐标	纵坐标	权因子权重	横坐标	纵坐标
1	-54.22	-16.79	0.6	-54.43	-16.09
2	-50.88	-6.31	1.0	-51.01	-8.31
3	-39.72	-1.57	1.0	-46.47	-3.07
4	-25.27	-0.53	1.0	-33.27	-0.83
5	0.00	0.00	0.9	-1.00	0.20
6	27.81	-1.45	0.8	26.81	-1.25
7	36.04	-2.77	0.9	35.04	-2.57
8	41.39	-6.54	1.0	41.59	-6.34
9	44.27	-11.48	1.0	44.57	-11.28
10	45.10	-16.06	0.7	45.40	-15.86
11	48.42	-12.88	0.9	49.42	-12.68
12	54.25	-10.24	0.9	55.25	-10.04
13	59.59	-9.07	1.0	60.09	-8.87
14	64.99	-10.24	1.0	65.49	-10.04
15	70.24	-13.06	0.9	70.74	-12.86
16	73.82	-17.44	0.7	74.32	-17.24

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表 3 车辆系统基本动力学参数

Table 3. Basic dynamics parameters of vehicle system

参数	取值	参数	取值
车体质量/kg	4.24×10⁴	一系悬挂横向刚度之半/(kN·m^-1)	4 000
车体摇头惯量/(kg·m²)	2.08×10⁶	一系悬挂纵向刚度之半/(kN·m^-1)	2.8×10⁴
车体侧滚惯量/(kg·m²)	2.27×10⁶	一系悬挂垂向阻尼之半/(kN·s·m^-1)	17.7
车体点头惯量/(kg·m²)	7.06×10⁵	一系悬挂横向阻尼之半/(kN·s·m^-1)	0
构架质量/kg	3 100	一系悬挂纵向阻尼之半/(kN·s·m^-1)	0
构架摇头惯量/(kg·m²)	2 250	二系悬挂横向刚度之半/(kN·m^-1)	148
构架侧滚惯量/(kg·m²)	2 810	二系悬挂纵向刚度之半/(kN·m^-1)	205
构架点头惯量/(kg·m²)	5 050	二系悬挂纵向刚度之半/(kN·m^-1)	145
车轮质量/kg	1 850	二系悬挂垂向阻尼之半/(kN·s·m^-1)	31.6
车轮摇头惯量/(kg·m²)	717	二系悬挂横向阻尼之半/(kN·s·m^-1)	24.5
车轮侧滚惯量/(kg·m²)	717	二系悬挂纵向阻尼之半/(kN·s·m^-1)	343
一系悬挂垂向刚度之半/(kN·m^-1)	1 216	车轮名义滚动圆半径/m	0.43

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表 4 18号高速道岔辙叉区钢轨各关键截面参数

Table 4. Key section parameters of rail in frog area of No.18 high-speed turnout mm

长心轨	距离尖端长度	0	599	895	1 518	4 000
	顶宽	20	40	50	71	71
	顶高	-5.0	-1.6	0	0	0

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表 5 辙叉区轨道系统动力学参数

Table 5. Dynamics parameters of track system in frog area

参数	取值	参数	取值
钢轨单位质量/(kg·m^-1)	60.64	岔枕单位质量/(kg·m^-1)	154
钢轨侧滚惯性矩/m⁴	0.33×10^-4	岔枕侧滚惯性矩/m⁴	2.49×10^-4
钢轨摇头惯性矩/m⁴	0.52×10^-5	道床单位质量/(kg·m^-1)	69.94
道床侧滚惯性矩/m⁴	0.5×10^-4	道床摇头惯性矩/m⁴	0.08×10^-4
钢轨横向刚度/(N·m^-1)	5.0×10⁷	岔枕横向刚度/(N·m^-1)	5.0×10⁷
钢轨垂向刚度/(N·m^-1)	2.5×10⁷	岔枕垂向刚度/(N·m^-1)	1.0×10⁸
钢轨横向阻尼/(kN·s·m^-1)	1.2×10⁴	岔枕横向阻尼/(kN·s·m^-1)	4.9×10⁴
钢轨垂向阻尼/(kN·s·m^-1)	2.7×10⁴	岔枕垂向阻尼/(kN·s·m^-1)	9.4×10⁴

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