18号固定辙叉应用60及60N廓形对列车过岔动力学及磨耗影响分析  

Analysis on the Impact of No.18 Fixed Frog with 60 and 60N Profiles on Turnout Crossing Dynamics and Wear

作　　者：高亮[1] 姜涵文 侯博文[1] GAO Liang;JIANG Hanwen;HOU Bowen(School of Civil Engineering,Beijing Jiaotong University,Beijing 100044,China)

机构地区：[1]北京交通大学土木建筑工程学院,北京100044

出　　处：《中国铁路》2021年第7期15-21,共7页China Railway

基　　金：中央高校基本科研业务费专项资金资助项目(2020YJS139);国家自然科学基金-国家重大科研仪器研制项目(51827813);国家自然科学基金重点项目(高铁联合基金,U1734206);铁道部科技研究开发计划项目(2010G013-B)。

摘　　要：为研究铁路道岔采用60型及60N型面列车动力学特性变化,以18号固定辙叉为例,建立列车-道岔空间耦合动力学分析模型,并基于Archard磨耗理论对道岔区钢轨磨耗进行仿真预测,对比岔区钢轨磨耗前后列车动力学特性及磨耗特性的变化。研究结论如下:(1)对于轮载过渡,采用60N型面后对于转辙区轮载过渡位置基本无变化,直向过岔时轮载过渡基本位于尖轨顶宽30~40 mm截面,侧向过岔时轮载过渡基本位于尖轨顶宽20~40 mm截面;(2)对于岔区钢轨磨耗直向过岔时,采用60N型面后,直尖轨和直、曲基本轨的磨耗均比60型面小;侧向过岔时,采用60N型面后,直基本轨和曲尖轨磨耗均比60型面小,但曲基本轨存在的侧磨比60型面大;(3)列车通过未磨耗的道岔转辙区时,采用60N型面后,列车直向过岔的脱轨系数减小17%,轮重减载率基本无差别,侧向过岔的脱轨系数和轮重减载率分别减小29%和8%;(4)列车通过磨耗的道岔转辙区时,岔区采用60N型面时列车直向过岔的脱轨系数和轮重减载率分别减小4%和39%,侧向过岔的脱轨系数和轮重减载率分别减小21%和25%。在本次研究条件下,采用60N型面能够在一定程度上降低道岔转辙区钢轨磨耗并能提高列车经过磨耗前后道岔转辙区的平稳性和安全性。In order to study the change of train dynamics characteristics of railway turnouts with 60 and 60N profiles,taking No.18 fixed frog as an example,a train-turnout spatial coupling dynamic analysis model was established.Based on Archard wear theory,the rail wear in turnout area was simulated and predicted,and the changes of train dynamic characteristics and wear characteristics before and after rail wear in turnout area were compared.The research conclusions are as follows:(1)For wheel load transition,after 60N profile is adopted,the wheel load transition position in the switch area basically does not change.The wheel load transition is basically located at the section with the top width of 30~40 mm of the switch rail when a train crosses the switch rail in straight direction,and the wheel load transition is basically located at the section with the top width of 20~40 mm of the switch rail when a train crosses the switch rail in lateral direction;(2)for the rail wear in the turnout area,when a train crosses the turnout in the straight direction,after the 60N profile is adopted,the wear of the straight switch rail and the straight and curved stock rails is smaller than that of the 60 profile;when a train crosses the turnout laterally,after using 60N profile,the wear of straight stock rail and curved switch rail is smaller than that of 60 profile,but the side wear of curved stock rail is larger than that of 60 profile;(3)when a train passes through the non-worn turnout switching area,after the 60N profile is adopted,the derailment coefficient of the train crossing the turnout in straight direction is reduced by 17%,the wheel load reduction rate is basically unchanged,and the derailment coefficient and wheel load reduction rate for turnout crossing in lateral direction are reduced by 29%and 8%respectively;(4)when a train passes through the worn turnout switch area,when the 60N profile is adopted in the turnout area,the derailment coefficient and wheel load reduction rate of the train crossing the turnout in straight d

关 键 词：重载铁路道岔 18号固定辙叉 型面对比 钢轨磨耗 列车-道岔动力学 动力响应 

分 类 号：U213.2[交通运输工程—道路与铁道工程]