9号道岔区铺设减振垫浮置板的行车安全性及舒适性研究  

Safety and comfort study of vibration-reduction pad floating slab applied to No.9 turnout

作　　者：曾志平[1,2] 曾强[1] 郭无极 王卫东 李秋义[3] 何永春 岑尧[4] ZENG Zhiping;ZENG Qiang;GUO Wuji;WANG Weidong;LI Qiuyi;HE Yongchun;CEN Yao(School of Civil Engineering,Central South University,Changsha 410075,China;Key Laboratory of Engineering Structure of Heavy Railway(Central South University),Changsha 410075,China;China Railway Siyuan Survey and Design Group Co.,Ltd.,Wuhan 430063 China;Daoerdao Technology Co.,Ltd.,Yancheng 224713,China)

机构地区：[1]中南大学土木工程学院,湖南长沙410075 [2]重载铁路工程结构教育部重点实验室(中南大学),湖南长沙410075 [3]中铁第四勘察设计院集团有限公司,湖北武汉430063 [4]道尔道科技股份有限公司,江苏盐城224713

出　　处：《铁道科学与工程学报》2024年第3期1015-1024,共10页Journal of Railway Science and Engineering

基　　金：道尔道科技股份有限公司科技开发计划资助项目(2021K006)。

摘　　要：地铁道岔区在基本轨、尖轨处以及道岔钢轨接头处存在大量钢轨不连续地段,轮轨相互作用强烈,轨道系统振动明显,减振垫浮置板轨道作为一种高等减振措施已应用于地铁线路道岔区。为探究减振垫浮置板应用于9号道岔的适用性,并作为减振地段与普通无砟轨道的过渡段的可行性,以某地铁高架9号道岔为研究对象,建立桥上道岔三维有限元模型,仿真分析地铁B型车在120 km/h直向过岔和30 km/h侧向过岔的情况下,列车的行车安全性、舒适性以及轨下结构形变。对比在9号单开道岔区域设置的2种刚度过渡方式的优劣及其减振效果,较为系统地论证了在9号道岔区域铺设减振垫浮置板的可行性。研究结果表明:1)列车通过铺设减振垫浮置板的9号道岔区域时,浮置板位移极值出现在转辙区域和心轨区域,最大位移出现在尖轨位置,可增大尖轨处单板橡胶垫支承刚度,以保证轨道结构变形均匀;2)列车逆向侧向通过设置过渡段的减振垫浮置板道岔区时,2级过渡方式的车体最大垂向加速度、最大横向加速度、最大脱轨系数、最大轮重减载率、轨道刚度变化率以及减振效果等指标均优于1级过渡方式;3)在道岔区铺设减振垫浮置板,列车直向和侧向通过时的行车安全性和舒适性均能满足相关评价指标,且2级过渡方式更优。研究结果可为后续道岔区减振设计研究提供一定的理论参考。The subway turnout area has a large number of discontinuous rail segments at the stock rail,switch rail,and turnout rail joints.The interaction between wheel and track is strong,and the vibration of track system is drastic.Vibration-reduction pad floating slab track has been applied as an advanced vibration-reduction measure in subway turnout area.To explore the applicability of applying vibration-reduction pad floating slab to the No.9 turnout,and the feasibility of serving as a transition section between the vibration-reduction segment and the ballastless track.This paper took the No.9 turnout of the subway elevated line as the research object to establish a three-dimensional finite element model of the turnout on bridge.In the conditions of B-type subway vehicle passing through the turnout at a straight speed of 120 km/h and a lateral speed of 30 km/h,this paper analyzed the safety and comfort,as well as the structural deformation below rail.Then the article evaluated the advantages and disadvantages of two stiffness transition methods in the No.9 turnout area,as well as corresponding vibrationreduction effects.Finally,the feasibility of installing vibration-reduction pad floating slab was demonstrated in the No.9 turnout area.The research results are shown as follows.1)When the train passes through the No.9 turnout area with vibration-reduction pad floating slab,the maximum displacement of the floating slab occurs in the switch area and the point rail area,the largest displacement occurs in the switch rail.Increasing the support stiffness of the single-slab vibration-reduction pad at the switch rail can realize uniform deformation of the track structure.2)When the train laterally passes through the turnout area with vibration-reduction pad floating slab and transition section,the two-stage transition method outperforms the one-stage transition method in terms of maximum vertical acceleration,maximum lateral acceleration,maximum derailment coefficient,maximum wheel load reduction rate,change rate of track stif

关 键 词：减振垫浮置板 道岔 过渡段 车辆-轨道耦合动力学 轨道刚度变化率 

分 类 号：U213.6[交通运输工程—道路与铁道工程]