地铁7号可动心轨道岔动力学仿真研究  

Dynamic Simulation of Metro No.7 Turnout with Movable-Point Frog

作　　者：田春雨 赵天运 Tian Chunyu;Zhao Tianyun(China Railway Engineering Design and Consulting Group Co.,Ltd.,Beijing 100055,China)

机构地区：[1]中铁工程设计咨询集团有限公司,北京100055

出　　处：《铁道勘察》2022年第2期114-119,共6页Railway Investigation and Surveying

基　　金：中铁工程设计咨询集团有限公司科技开发课题(研2020-29)。

摘　　要：为验证国内首组50 kg/m钢轨7号可动心轨道岔的行车安全与稳定性,针对地铁A型车、7号可动心轨道岔,基于多体动力学建立车辆-道岔耦合动力仿真模型,研究地铁车辆的动力响应。研究结果表明:(1)车辆过岔时,在尖轨与可动心轨处各动力学指标均明显增大,脱轨系数、轮重减载率及轮轨横向力最大分别为0.59、0.45和66.23 kN,车体加速度峰值小于0.4 m/s;(2)车辆侧向过岔时,轮轨横向作用力显著变大,较直向过岔时增大5倍以上;(3)辙叉处无有害空间,车轮由翼轨向可动心轨过渡时不会瞬时脱空。研究成果可为7号可动心轨道岔的工程应用及结构优化提供理论基础。In order to verify the safety and stability of the first No.7 turnout with movable-point frog and rail with a unit mass of 50 kg/m in China, based on multi-body dynamics, a vehicle-turnout coupling dynamic simulation model for the A-type metro train and No.7 turnout with movable-point frog was established in this paper, and the dynamic responses of vehicle were studied. The results show that:(1) Dynamic indexes increase obviously at the switch rail and the movable-point rail when the vehicle crosses the turnout. The maximum derailment coefficient, wheel-load reduction coefficient and wheel lateral force are 0.59, 0.45 and 66.23 kN respectively, and the peak acceleration of car body is less than 0.4 m/s;.(2) When the vehicle crosses the turnout laterally, the wheel lateral force is intensified, which is more than 5 times larger than that when the vehicle crosses straightly.(3) The wheel and rail will not be instantaneously separated when the wheel transits from the wing rail to the movable-point rail, because there is no open throat in the frog. The study results provide theoretical references for future engineering application and structural optimization of No.7 turnout with movable-point frog.

关 键 词：地铁 7号可动心轨道岔 数值模拟 动力响应 运行稳定性 运行品质 

分 类 号：U213.6[交通运输工程—道路与铁道工程] U231