市域铁路12号减振道岔刚度均匀化研究  

Research on Track Stiffness Homogenization for No.12 Vibration⁃reducing Turnout of Urban Railway

作　　者：任西冲 胡佳怡 李秋义[1] 徐井芒[2,3] 郑兆光 REN Xichong;HU Jiayi;LI Qiuyi;XU Jingmang;ZHENG Zhaoguang(China Railway Siyuan Survey and Design Group Co.Ltd.,Wuhan 430063,China;MOE Key Laboratory of High-speed Railway Engineering,Southwest Jiaotong University,Chengdu 610031,China;School of Civil Engineering,Southwest Jiaotong University,Chengdu 610031,China)

机构地区：[1]中铁第四勘察设计院集团有限公司,武汉430063 [2]西南交通大学高速铁路线路工程教育部重点实验室,成都610031 [3]西南交通大学土木工程学院,成都610031

出　　处：《铁道建筑》2025年第3期46-52,共7页Railway Engineering

基　　金：中铁第四勘察设计院集团有限公司科研课题(2022K032,2022K053,CY2023001S,KY2023119D);国家自然科学基金(52478474)。

摘　　要：为减轻市域铁路12号道岔区因轨道刚度不均匀所造成的结构振动,考虑市域铁路中等减振需求及区间线路刚度取值,通过有限元法建立了市域铁路12号减振道岔的刚度计算模型,模型中充分考虑了铁垫板、扣件系统、钢轨类型等道岔结构非线性因素的影响,研究轨道刚度分布规律。根据市域铁路的运行条件,通过合理设置板下胶垫刚度,在满足提出的均匀化准则前提下,将整个道岔区分为四个分区进行均匀化方案设计。结果表明:市域铁路12号减振道岔的轨道刚度在纵向分布上表现出显著的不均匀性,其中辙叉部分的最大刚度约为连接部分最小刚度的1.8倍;通过合理刚度设计,直股、侧股线路的轨道刚度在纵向、横向的平顺性显著提高,轨道整体刚度、里轨与基本轨的整体刚度比、纵向刚度变化率、钢轨挠度变化率的最大值均大幅降低,其中里轨的钢轨纵向刚度变化率最大值从183.2%减至111.5%,钢轨挠度变化率全部降至0.3 mm/m以下,满足市域铁路的运营要求。In order to alleviate the structural vibration caused by uneven track stiffness in the No.12 turnout area of the urban railway,considering the moderate vibration reduction demand of the urban railway and the stiffness value of the section line,a stiffness calculation model for the No.12 vibration-reducing turnout of the urban railway was established through finite element method.The model fully considers the influence of nonlinear factors such as tie plates,fastening systems,and rail types for the turnout structure,and studies the distribution law of track stiffness.Based on the operating conditions of the urban railway,by reasonably setting the stiffness of the pad under the plate and meeting the proposed homogenization criteria,the entire turnout was divided into four zones for homogenization scheme design.The results show that the track stiffness of the No.12 vibration-reducing turnout on the urban railway exhibits significant unevenness in the longitudinal distribution,with the maximum stiffness of the frog section being about 1.8 times the minimum stiffness of the connecting section.Through reasonable stiffness design,the longitudinal and transverse smoothness of the track stiffness in straight and side track lines has been significantly improved.The overall stiffness of the track,the overall stiffness ratio between the inner rail and the stock rail,the maximum longitudinal stiffness change rate,and the maximum rail deflection change rate have all been greatly reduced.Among them,the maximum longitudinal stiffness change rate of the inner rail has been reduced from 183.2%to 111.5%,and the rail deflection change rate has all been reduced below 0.3 mm/m,meeting the operational requirements of urban railways.

关 键 词：市域铁路 轨道刚度 数值计算 减振道岔 均匀化 板下胶垫刚度 分区 

分 类 号：U213.6[交通运输工程—道路与铁道工程]