| Citation: | WANG Pu, WANG Shu-guo, WANG Meng, ZHAO Zhen-hua, SI Dao-lin, MA Si-yuan, SUN Zhao-liang. Number selection and structural optimization of 400 km·h-1 high-speed turnout[J]. Journal of Traffic and Transportation Engineering, 2023, 23(3): 114-126. doi: 10.19818/j.cnki.1671-1637.2023.03.008
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High speed turnouts are an important component of the track structure of high-speed railways, and are critical infrastructure that directly affects the smoothness and safety of train operation. They integrate track structure technologies such as rails, fasteners, and switch sleepers, and have interfaces with related specialties such as electrical conversion equipment and track circuits. The system is complex and technically difficult, making it one of the core technologies of China's high-speed railways[1-2].
As of 2023, the high-speed turnouts of CN, CZ, and passenger dedicated line series have been in operation for more than 10 years. The operational assessment results show that the overall condition of China's high-speed turnouts is good, but some problems have also been exposed, such as shaking in the turnout area, abnormal damage to steel rail components, wear of curved pointed rails, high failure rate of conversion equipment, and geometric parameters exceeding the limit of turnouts[5-7]Damage or poor condition of the switch will change the wheel rail relationship, causing significant wheel rail dynamic effects when the train passes through the switch, causing some dynamic indicators to exceed their limits, reducing the smoothness of the train operation, and having adverse effects on the operating speed.
Based on this, this article discusses 400 km · h-1Explore key design technical issues of high-speed turnouts, conduct in-depth analysis of turnout number selection, structural optimization principles and methods, and propose rational suggestions and solutions.
At the existing 350 km · h-1The purpose of further increasing the straight crossing speed on the basis of high-speed turnouts is to improve operational efficiency. However, if only the straight crossing speed is increased without increasing the lateral crossing speed, the benefits of improving the turnout capacity cannot be fully utilized.
At present, the straight crossing speed of China's No. 9 turnout is 100-160 km · h-1The lateral crossing speed is 35 km · h-1The speed of passing through the 12th turnout in the straight direction is 120-250 km · h-1The lateral crossing speed is 45-50 km · h-1The speed of passing through the 18th turnout in the straight direction is 250-350 km · h-1The lateral crossing speed is 80 km · h-1The maximum operating speed in Europe is 200 km/h-1The throat area of mixed passenger and freight railway stations generally uses switches 12, 14, and 18.5, while the throat area of high-speed railway stations generally uses switch 18.5. There are two types of No. 14 turnouts commonly used in European mixed passenger and freight railways, with guide curve radii of 500 and 760 meters, and lateral allowable passing speeds of 60 and 80 km · h, respectively-1The 18.5 turnout commonly used in European high-speed railways has two types of guide curve radii: 760 and 1200 meters, with lateral allowable passing speeds of 80 and 100 km · h, respectively-1The throat area of passenger and freight railway stations in the United States generally uses switches 12, 18, 20, and 24, with lateral allowable passing speeds of 48, 71, 80, and 84 km · h, respectively-1[18-19].
By comparison, it can be seen that the lateral allowable passing speed of Chinese railway turnouts is lower compared to Europe and higher compared to the United States. The United States chooses a lower lateral passing speed for turnouts mainly to extend the service life of turnouts, reduce maintenance costs per unit volume, and minimize the total cost of the entire life cycle of turnouts. For high-speed railways, the 18.5 high-speed switch used by European high-speed railways has a straight crossing speed of 220-330 km · h-1Lateral crossing speed of 100 km · h-1Matching can meet the operational needs in most cases. In contrast, the lateral allowable passing speed of China's No. 18 high-speed switch is 80 km · h-1Slightly lower. From the requirements of railway operation for the lateral crossing speed of mainline turnouts, it can be seen that the lateral allowable passing speed is 90, 100, and 110 km · h-1Can pass through at a speed of 400 km · h in the straight direction-1Matching, therefore, it is possible to consider using large turnout numbers and increasing the radius of the guide curve to improve the lateral allowable passing speed.
In order to demonstrate the feasibility of using large turnout numbers, this paper studied the relationship between high-speed turnout numbers and the smoothness of straight passing.
according toFigure 2The dynamic response results show that the peak lateral displacement of the wheelsets corresponding to turnouts 18, 21, and 42 is 3.1, 3.5, and 6.3 mm, respectively, and the peak lateral acceleration of the vehicle body is 0.15, 0.16, and 0.25 m · s, respectively-2, appearing at the switch; The peak values of the vertical force between the wheel and rail of the three types of turnout switches are 75, 73, and 71 kN, respectively. The peak values of the vertical force between the wheel and rail in the frog area are 184, 139, and 115 kN, respectively, and the minimum values are all zero. The situation where the wheels momentarily detach from the track surface occurs, resulting in a peak load reduction rate of 1; The lateral force of the wheel rail exhibits peak values in both the switch and frog areas. The peak values of the lateral force of the wheel rail in the switch area of the three types of turnouts are 3.2, 2.9, and 3.4 kN, respectively, and the peak values of the lateral force of the wheel rail in the frog area are 7.1, 8.7, and 5.8 kN, respectively. The lateral force of the wheel rail is mainly composed of the lateral component of the wheel rail force. The lateral force of the wheel rail in the three types of turnouts is basically the same, resulting in a similar derailment coefficient.
| 动车组 | 启动距离/m | 制动距离/m | ||||||
| 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 | |
DownLoad:
CSV
In order to calculate the minimum distance to the departure line, the high-speed train set is calculated with a length of 16 cars, starting at 100% traction force, braking at commonly used level 7, and lateral 90 km · h-1When entering the station, the minimum distance between the two turnouts on the side of entry and exit is 673+393-400=666 meters. If the braking system uses level 4, 983 meters are required; The high-speed train is calculated based on a 16 car formation length, with 100% traction force for starting and 7 levels of commonly used braking, with a lateral speed of 100 km · h-1The minimum distance between the two switches required for entering and exiting the station is 934 meters (850+484-400). If the braking system uses four levels, 1327 meters are needed. Therefore, the existing station layout plan can basically meet the lateral 90 km · h requirement-1Entry and exit operation, but cannot meet the lateral 100 km · h requirement-1For inbound and outbound operations, further calculation of the effective distance of the arrival and departure lines is required.
(1) According to the dynamic response parameters of the high-speed train collected from the joint debugging and testing, 80 km · h-1The safety parameters for lateral operation have a lot of safety redundancy, at 80 km · h-1Speed level increased to 90 km · h-1At that time, the maximum increase in safety parameters such as derailment coefficient and load shedding rate was about 7.1%, and at 90 km · h-1When running at speed level, the safety parameter redundancy is greater than 17.5%.
(2) According to the statistics of the acceleration of the high-speed train body during the joint debugging and testing, 80 km · h-1The comfort parameters for lateral operation can meet the requirements, and the average acceleration of the vehicle body does not exceed level II. 90 km·h-1Compared to 80 km · h-1At the speed level, the average acceleration of the vehicle increases by about 15.9%; 90 km·h-1Compared to 70 km · h-1At the speed level, the average acceleration of the vehicle increases by about 43.9%.
This section covers 400 km · h-1Exploring the direction of structural optimization for high-speed turnouts while still using the No. 18 turnout.
So far, the recorded speed of high-speed turnouts passing through China in the straight direction is about 420 km · h-1In 2011, the Beijing Shanghai high-speed railway at Suzhou East Station 5#The straight passing speed of the No. 18 high-speed turnout (drawing number CN6118AS) reaches 419.6 km · h-1[27]In 2016, Minquan North Station 4 of Zhengxu High speed Railway#The speed of passing through the No. 18 high-speed switch (drawing number: passenger dedicated line (07) 009) in the straight direction reaches 424.2 km · h-1[28]The test results show that at 420 km · h-1Under speed level conditions, all safety indicators meet the requirements. This proves that the No. 18 high-speed switch scheme is effective for 400 km · h-1The operational conditions are feasible. The new 400 km · h-1The optimization principles of high-speed turnouts mainly include: further improving the structural smoothness and stiffness smoothness of high-speed turnouts, and enhancing the smoothness of high-speed train passing through turnouts; Resolve the prominent issues exposed during the long-term operation of existing high-speed turnouts.
The selection of plane line type is one of the key factors affecting the speed of train passing through turnouts and its own performance. Considering the interchangeability with the existing No. 18 high-speed turnout, the existing sleeper nail hole positions should be utilized as much as possible. Under this premise, the range of variation of the support distance of each sleeper position is very limited, and there is basically no condition to change the radius of the plane curve or adopt more complex composite curve types. In addition, for the No. 18 turnout, the use of complex line shapes such as composite curves poses difficulties in line shape control during manufacturing and operation. Based on current design and usage experience, for 400 km · h-1The high-speed switch still adopts a separated semi tangent type. Although setting a superelevation in the turnout area can reduce lateral acceleration, it requires sloping in the front and back, which can cause unevenness in height and level. For the No. 18 turnout, there is insufficient space and it will greatly increase the complexity of the structure. Therefore, setting a superelevation is not currently considered.
Through research on existing high-speed turnouts, it was found that the sharp rail of the 18th track, which frequently passes laterally, is severely worn, and the point of maximum wear rate is located at the front end of the sharp railFigure 3As shown, the wear of the switch rail quickly reached its limit, and the average service life of the curved switch rail was only about 2 years. Therefore, the replacement of the curved switch rail for the No. 18 turnout has become one of the key maintenance tasks of the engineering department.
The turnout line type will directly determine the motion behavior of the wheelset in the turnout area, thereby directly affecting the wear of the curved pointed rail. Based on the research and application experience of heavy-duty railway turnouts, it is proposed to adopt a relatively mature straight curved combination curved point rail technology. On the basis of the existing No. 18 high-speed turnout line type, the phase separation value will be further increased, the length of the straight section at the front end of the curved point rail will be extended, and the width of the rail head at the weakest half cut point position will be increased. Although the wear rate of the point rail has not decreased or even slightly increased, the half cut point position of the point rail is already relatively thick, allowing for a significant increase in wear, thereby improving the anti wear performance of the point rail and extending its service life.
However, increasing the phase separation value will increase the starting angle of the switch, resulting in a decrease in the lateral dynamic performance indicators; In addition, an increase in the phase separation value will cause corresponding changes in the support distance, which may make it impossible to reuse the existing nail holes of the switch sleeper, resulting in the inability of the switch sleeper to be used interchangeably. Based on the above two issues, different phase separation value schemes have been designed, such asTable 2As shown in the figure, a vehicle switch coupling dynamic calculation model was established to simulate and analyze the lateral dynamic performance of each schemeTable 3As shown.
| 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 |
DownLoad:
CSV
| 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 |
DownLoad:
CSV
Overall, 400 km · h-1The separation value of the No. 18 high-speed switch has increased to 28 mm, which can effectively increase the length of the straight section at the front end of the switch rail. The actual starting point of the circular curve has moved from the top width of the switch rail at 26.8 mm to the top width of the switch rail at 57.9 mm, which can significantly improve the wear resistance and service life. In addition, existing switch sleeper nail holes can also be used to achieve universal switch sleepers. When vehicles pass through the switch laterally, the dynamic index parameters are within an acceptable range. Overall, the proposed phase separation value has a good match with other linear indicators, and further verification and discussion will be conducted on the phase separation value value and the planar linear scheme.
In order to improve the smoothness of the switch area, the existing German CN18 high-speed turnout adopts dynamic gauge widening technology, while the Chinese passenger dedicated line No. 18 high-speed turnout adopts the method of optimizing the reduction value of the switch rail. In theory, both technological routes have the effect of improving smoothness. In order to evaluate the actual effectiveness of these two methods, the track geometry detection data of some high-speed railway switch sections of multiple high-speed inspection vehicles were analyzed. The peak and peak values of the lateral acceleration of the train body when passing through the German CN18 high-speed switch and the Chinese passenger dedicated line 18 high-speed switch were statistically obtained. The comparison results are as follows:Figure 4As shown[29].
It can be seen that the peak and peak values of the lateral acceleration of the train body in the Chinese passenger dedicated line turnout section are slightly better than those in the German CN turnout. The reason for this phenomenon is that in the early stage of operation, the straight basic rail of the German CN turnout bends outward by 15 mm, which matches the profile and height difference of the straight point rail and curved basic rail, and can improve the smoothness of driving to a certain extent. However, as the operating time increases, the rail components continue to wear out, the transition zone of wheel load lengthens, and the compatibility with the widening of the 15mm gauge changes, resulting in a significant deterioration of driving stability.
Based on the research already conducted[30]Propose a plan to improve the smoothness of the frog structure: the point rail adopts a horizontal hidden tip structure, with unchanged cross-sectional position and lowering value. Only the bent wing rail is used to achieve the purpose of raising the top surface of the wing rail. The starting point of the wing rail bending is at the theoretical tip of the point rail, and the bending vertex is at the cross-section of the point rail with a width of 45 mm, with a lifting value of 1.6 mm. We will further explore and optimize the wing rail lifting scheme based on system design principles and manufacturing processes.
The stiffness of track structure is an important parameter that affects the comfort of train operation, track geometry, and maintenance workload. In the switch area, due to the presence of various rail components such as basic rails, switch rails, wing rails, and center rails, as well as the influence of spacing iron and other factors, the longitudinal uneven distribution characteristics of the track stiffness in the switch area are caused.
(7) Guardrail section: composed of 25 kN · mm-1Adjust to 23 kN · mm-1.
(8) Transition section before and after switch: 25 kN · mm-1Adjust to 23 kN · mm-1.
Based on this stiffness optimization principle and in combination with prominent problems such as cracking of the elastic iron pad during the operation of existing high-speed turnouts for many years, a series of optimizations have been carried out on the structure of the elastic iron pad, such asFigure 8As shown.
(1) In order to adapt to the changes in support distance caused by changes in line shape, the surface structural dimensions of the iron pad were correspondingly modified.
(5) The elastic iron pad adopts a secondary stiffness structure design to ensure driving safety; The rubber around the steel sleeve adopts a sinking design to improve the sealing effect and avoid damage to the rubber due to external bulging caused by stress.
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| 1. | 谭社会，王凯，管曙刚. CN1/18道岔辙叉轨件力学响应特征及裂纹整治方法. 铁道建筑. 2024(08): 29-34 .  |
Figures(8) / Tables(3)
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WANG Pu, WANG Shu-guo, WANG Meng, ZHAO Zhen-hua, SI Dao-lin, MA Si-yuan, SUN Zhao-liang. Number selection and structural optimization of 400 km·h-1 high-speed turnout[J]. Journal of Traffic and Transportation Engineering, 2023, 23(3): 114-126. doi: 10.19818/j.cnki.1671-1637.2023.03.008
| 动车组 | 启动距离/m | 制动距离/m | ||||||
| 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 | |
DownLoad:
CSV
| 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 |
DownLoad:
CSV
| 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 |
DownLoad:
CSV
| 动车组 | 启动距离/m | 制动距离/m | ||||||
| 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 | |
| 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 |
| 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 |
DownLoad:
DownLoad:
