高速道岔尖轨断裂对道岔状态影响的试验研究  

Experimental Research on the Influence of Switch Rail Fracture on High-speed Turnout Status

作　　者：司道林 赵振华 杨东升 王树国 赵晨烯 樊小平 SI Daolin;ZHAO Zhenhua;YANG Dongsheng;WANG Shuguo;ZHAO Chenxi;FAN Xiaoping(China Academy of Railway Sciences Corporation Limited,Beijing 100081,China;CARS(Beijing)Railway Equipment Technology Co.Ltd,Beijing 102202,China)

机构地区：[1]中国铁道科学研究院集团有限公司,北京100081 [2]铁科(北京)轨道装备技术有限公司,北京102202

出　　处：《铁道工程学报》2020年第9期18-22,28,共6页Journal of Railway Engineering Society

基　　金：国家自然科学基金(51878661,51808557);中国铁路总公司科技研究开发计划重大课题(2017G003-A)。

摘　　要：研究目的:尖轨是高速道岔结构中的核心部件,运营过程中尖轨需承担复杂荷载,且无扣件系统扣压,其可靠性备受关注,一旦发生断裂对行车安全的影响尚不清晰。本文提出一种模拟尖轨断裂的试验方法,以用量最多的18号道岔的直尖轨为试验对象,获得尖轨不同位置断裂对道岔区几何状态的影响规律。研究结论:(1)尖轨在第一、二牵引点间断裂时尖轨始终与基本轨密贴,断缝处无明显错动,扳至反位时断缝前端尖轨(尖轨尖端一侧)仍与基本轨密贴,未形成轮缘槽,侧股无法正常开通;(2)尖轨在第二、三牵引点断裂时断缝处错动量为1.3 mm,扳至反位时断缝处轮缘槽宽度满足要求,侧股可正常开通;(3)尖轨在第三牵引点后端2 m位置断裂时断缝处错动量为1 mm,扳至反位时断缝后端尖轨(尖轨跟端一侧)无牵引力,轮缘槽宽度不足,侧股不能开通;(4)尖轨在第三牵引点后端6 m位置断裂时断缝处错动量为2.3 mm,扳至反位时侧股可正常开通;(5)尖轨断裂后内部应力释放、支承条件发生变化,断缝前后尖轨转换位移不协调,使得转换阻力变化无明显规律可循,难以由转辙机阻力信息判断尖轨是否发生断裂及其位置;(6)本研究可为进一步尖轨断裂理论分析及判断方法研究奠定基础,也可为道岔运营安全评估提供参考。Research purposes: The switch rail is the key component of high-speed turnouts,and is in complicated load environment. Its reliability receives much concern because there are no fastening systems. This paper puts forward the method to simulate the fracture and conducted the experiment by tangent switch rail of number 18 turnouts which are most widely used. The influence of switch rail fracture on turnout status is obtained.Research conclusions:( 1) There was no relative lateral displacement when the fracture occurred between the first and second traction machine,the branch line was not negotiable due to the insufficient flangeway width because the broken switch rail can not be thrown.( 2) The relative lateral displacement was 1. 3 mm when the fracture occurred between the second and third traction machine,the branch line was still negotiable.( 3) The relative displacement was 1 mm when the fracture occurred 2 m after the third traction machine,the branch line was not negotiable because of the broken switch rail without throwing force.( 4) The relative displacement was 2. 3 mm when the fracture occurred 6 m after the third traction machine,the branch line was still negotiable.( 5) The throwing force varied randomly because the inner stress and boundary conditions of broken switch rail changed. Therefore the switch rail fracture was not judged by throwing force.( 6) This research result can lay a foundation for the further study of the theoretical analysis and fracture judgement method,and also provide reference for the safety assessment of the turnout operation.

关 键 词：高速铁路 尖轨 断裂 扳动力 

分 类 号：U216.425[交通运输工程—道路与铁道工程]