高速道岔辙叉区轮轨接触不平顺  

Wheel/Rail Contact Irregularity in Crossing Zone of High-Speed Turnout

作　　者：蔡小培[1] 李成辉[1] 

机构地区：[1]西南交通大学土木工程学院,四川成都610031

出　　处：《西南交通大学学报》2008年第1期86-90,共5页Journal of Southwest Jiaotong University

基　　金：教育部博士点基金资助项目(20050613007);铁道部科技发展计划项目(2005G034)

摘　　要：为揭示高速道岔辙叉区不平顺特性,通过分析心轨、翼轨的结构特点,采用最小距离搜索法,建立了辙叉区轮轨接触计算模型,并以350 km/h客运专线42号高速道岔为例,分析了不同藏尖结构和车轮踏面的轮轨接触不平顺规律.结果表明:不平顺最大值出现在轨距测量点由翼轨向心轨转移处和轮轨接触点由翼轨向心轨转移处;同一种藏尖结构和车轮踏面,横向不平顺远大于竖向不平顺;采用水平藏尖结构并分别在心轨顶宽10.0,15.0,35.0 mm处降低10.0,3.0,0.0 mm,能有效控制不平顺;随着列车运行和车轮磨耗,不平顺会出现横向增大、竖向减小的现象.To identify the characteristics of wheel/rail contact irregularity in crossing zone of high- speed turnouts, a numerical model was set up based on the least distance searching method and analyzing the structures of point rail and wing rail. The law of wheel/rail contact irregularity induced by different point hiding structures and wheel treads was investigated by taking a No. 42 high-speed turnout for 350 km/h passenger dedicated line as an example. The research results show that the biggest irregularity is located at the gauge measure and wheel/rail contact points transferring from wing rail to point rail. Under the condition of the same point hiding structure and wheel tread, lateral irregularity plays a greater role than vertical irregularity. By adopting a horizontal point hiding structure and respectively reducing the high of point rail by 10.0, 3.0 and 0.0 mm in the sections with a top width of 10.0, 15.0 or 35.0 mm, wheel/rail contact irregularity can be controlled effectively. Along with the running of trains and the wearing of wheels, lateral irregularity will increase, while vertical irregularity will decrease.

关 键 词：辙叉区 心轨 藏尖结构 轮轨接触 不平顺 

分 类 号：U213.6[交通运输工程—道路与铁道工程]