400 km·h<sup>-1</sup>高速道岔号码选型与结构优化

王璞; 王树国; 王猛; 赵振华; 司道林; 马思远; 孙照亮

doi:10.19818/j.cnki.1671-1637.2023.03.008

400 km·h^-1高速道岔号码选型与结构优化

doi: 10.19818/j.cnki.1671-1637.2023.03.008

1.
中国铁道科学研究院集团有限公司铁道建筑研究所，北京 100081
2.
铁科(北京)轨道装备技术有限公司，北京 102202
3.
中国铁道科学研究院研究生部，北京 100081
4.
株洲时代新材料科技股份有限公司，湖南株洲 412007

基金项目:

国家自然科学基金项目 51878661

中国国家铁路集团有限公司科技研究开发计划 P2021G053

中国铁道科学研究院集团有限公司重大项目 2022YJ177

详细信息

作者简介:
王璞(1988-)，男，河北沧州人，中国铁道科学研究院集团有限公司副研究员，工学博士，从事轨道工程研究

通讯作者:
王树国(1974-)，男，山东聊城人，中国铁道科学研究院集团有限公司研究员，工学博士

中图分类号: U213.6
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- 被引次数: 0
出版历程
- 收稿日期: 2022-12-21
- 网络出版日期: 2023-07-07
- 刊出日期: 2023-06-25

Number selection and structural optimization of 400 km·h^-1 high-speed turnout

1.
Railway Engineering Research Institute, China Academy of Railway Sciences Co., Ltd., Beijing 100081, China
2.
CARS (Beijing) Railway Equipment Technology Co., Ltd., Beijing 102202, China
3.
Postgraduate Department, China Academy of Railway Sciences, Beijing 100081, China
4.
Zhuzhou Times New Material Technology Co., Ltd., Zhuzhou 412007, Hunan, China

Funds:

National Natural Science Foundation of China 51878661

Science and Technology Research and Development Project of China State Railway Group Co., Ltd P2021G053

Major Project of China Academy of Railway Sciences Co., Ltd 2022YJ177

More Information

Author Bio:
WANG Pu(1988-), male, associate researcher, PhD, wpwp2012@yeah.net

WANG Shu-guo(1974-), male, researcher, PhD, zzddxx4473@sina.com.

摘要

摘要: 基于中国高速铁路进一步提升运营速度的需求，系统研究了400 km·h^-1高速道岔号码选型与结构优化方法；基于车辆-道岔耦合动力学仿真，分析了道岔号码与平顺性的关系，并给出了号码选型建议；研究了道岔线型对动力学性能的影响，并考虑既有岔枕通用原则，提出了线型优化方案；建立了客专线18号道岔尖轨转换原型试验平台，研究了尖轨不足位移的影响因素与影响机制，提出了尖轨不足位移的控制方法；基于有限元理论，建立了道岔区轨道刚度计算模型，结合岔区钢轨动位移现场实测数据，提出了岔区轨道刚度目标取值与均匀化方案。研究结果表明：在现有车站布置方案条件下，400 km·h^-1高速道岔仍建议选择18号道岔；将400 km·h^-1高速道岔相离值增大至28 mm，可显著提升耐磨性能与使用寿命，也可实现岔枕通用；综合考虑系统匹配设计、制造工艺、工电结合要求等多方面因素，建议将第三牵引点至固定端距离减小600 mm，可减小尖轨不足位移，同时最小轮缘槽和第三牵引点牵引力符合规范要求；建议改进高速道岔辙叉结构设计方法，根据实际受力确定心轨弹性变形状态，在此基础上进行连接件与心轨转换设计；建议岔区目标刚度由25±5 kN·mm^-1减小为23±3 kN·mm^-1。
- 高速铁路 /
- 高速道岔 /
- 号码选型 /
- 线型优化 /
- 平顺性提升 /
- 不足位移控制 /
- 刚度优化
Abstract: According to the demand for further improving the operating speed of high-speed railways in China, the number selection and structural optimization methods of a 400 km·h^-1 high-speed turnout were studied systematically. Based on the vehicle-turnout coupling dynamics simulation, the correlation between turnout number and ride comfort was analyzed, and the suggestions for number selection were given. The influence of turnout linetype on the dynamics performance was studied, the principle of utilizing existing turnout sleepers was considered, and a linetype optimization scheme was proposed. A prototype test platform for the switch rail conversion of the No.18 KEZHUANXIAN turnout was established. The influencing factors and mechanisms of insufficient switch rail displacement were studied, and a control method of the insufficient displacement was proposed. A calculation model of track stiffness in the turnout area was established based on the finite element theory. According to on-site measured data of rail dynamic displacement in the turnout area, a target value and a homogenization scheme for track stiffness were proposed. Research results indicate that under the condition of the existing station layout plan, it is recommended to choose the No.18 turnout as the 400 km·h^-1 high-speed turnout. The mutual distance of the 400 km·h^-1 high-speed turnout can be increased to 28 mm, which can significantly improve the wear resistance and service life of the switch rail and can utilize the existing turnout sleepers. By comprehensively considering the system matching design, manufacturing process, combination requirements of track maintenance and electrical divisions, and other factors, it is recommended to reduce the distance from the third traction point to the fixed end by 600 mm, which can reduce the insufficient switch rail displacement. At the same time, the minimum flangeway and the traction force of the third traction point meet the code requirements. In addition, the structural design method of high-speed turnout crossings should be improved, in which the elastic deformation state of the point rail should be determined according to the actual forces, and the connectors and point rail conversion should be designed on this basis. It is also recommended that the target stiffness of the turnout area should be reduced from 25±5 kN·mm^-1 to 23±3 kN·mm^-1.
- high-speed railway /
- high-speed turnout /
- number selection /
- linetype optimization /
- smoothness improvement /
- insufficient displacement control /
- stiffness optimization

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图 1 仿真结果

Figure 1. Simulation results

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图 2 基于18、21和42号道岔的车辆-道岔动力学响应

Figure 2. Vehicle-turnout dynamic responses based on No. 18, 21 and 42 turnouts

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图 3 18号高速道岔曲尖轨磨耗

Figure 3. Wear of curved switch rail of No. 18 high-speed turnout

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图 4 车体横向加速度响应对比

Figure 4. Comparison of lateral acceleration responses of vehicle body

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图 5 不同可动段长度条件下尖轨不足位移分布特性

Figure 5. Distribution characteristics of insufficient displacements of switch rail under different movable section lengths

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图 6 预弯前后尖轨不足位移分布特性

Figure 6. Distribution characteristics of insufficient displacements of switch rail before and after pre-bending

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图 7 心轨转换计算模型

Figure 7. Calculation model of point rail conversion

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图 8 弹性铁垫板

Figure 8. Elastic iron plate

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表 1 标准动车组常规启动与制动距离

Table 1. Normal starting and braking distances of standard EMUs

动车组	启动距离/m				制动距离/m
动车组	0~80 km·h^-1	0~90 km·h^-1	0~100 km·h^-1	备注	0~80 km·h^-1	0~90 km·h^-1	0~100 km·h^-1	备注
CR400	521	673	850	100%牵引力	260	329	406	紧急制动
	703	911	1 152	75%牵引力	311	393	485	常用7级
	1 083	1 408	1 786	50%牵引力	561	710	877	常用4级
	5 742	7 813	10 427	12.5%牵引力	2 352	2 976	3 674	常用1级

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表 2 不同相离值下道岔平面参数

Table 2. Plane parameters of turnout under different mutual distances

方案	相离值/mm	半切点位置尖轨宽度/mm	尖轨直线段长度/mm	转辙始角/(°)	动能损失	下股支距最大偏差/mm
客专线(07)009	12	26.8	5 168	0.297 2	0.17
方案1	28	57.9	7 855	0.422 1	0.35	13.9
方案2	34	69.2	8 652	0.458 0	0.41	18.8
方案3	35	71.0	8 779	0.463 6	0.42	19.6
方案4	36	72.9	8 902	0.469 1	0.43	20.5

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表 3 动力学响应峰值

Table 3. Dynamics response peaks

方案	轮对横移最大值/mm	轮对横移恢复值/mm	车体横向加速度/(m·s^-2)	轮轨垂向力/kN	轮轨横向力/kN	轮缘接触尖轨/mm	脱轨系数
客专线(07)009	13.8	8.0	0.581	65.880	37.780	2.43	0.57
方案1	14.3	4.8	0.666	70.856	48.535	1.69	0.68
方案2	14.4	3.0	0.740	72.230	51.430	1.56	0.71
方案3	14.5	2.7	0.750	72.430	51.880	1.53	0.71
方案4	14.5	2.4	0.760	72.640	52.340	1.52	0.72

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