道岔纵向位移和受力性能瞬态动力分析  

Transient dynamic analysis of longitudinal displacement and force performance of turnouts

作　　者：李沛成 曾志平[1,2] 胡籍 李平 李秋义[4] 叶梦旋 LI Peicheng;ZENG Zhiping;HU Ji;LI Ping;LI Qiuyi;YE Mengxuan(School of Civil Engineering,Central South University,Changsha 410075,China;MOE Key Laboratory of Engineering Structures of Heavy Haul Railway,Central South University,Changsha 410075,China;Guangzhou Metro Design and Research Institute Co.Ltd.,Guangzhou 510010,China;China Railway Fourth Survey and Design Institute Group Co.Ltd.,Wuhan 430063,China;Department of Structural Engineering and Building Materials,Ghent University,Ghent 9000,Belgium)

机构地区：[1]中南大学土木工程学院,湖南长沙410075 [2]中南大学重载铁路工程结构教育部重点实验室,湖南长沙410075 [3]广州地铁设计研究院股份有限公司,广东广州510010 [4]中铁第四勘察设计院集团有限公司,湖北武汉430063 [5]根特大学结构工程与建筑材料系,比利时根特9000

出　　处：《中南大学学报(自然科学版)》2025年第3期1015-1025,共11页Journal of Central South University:Science and Technology

基　　金：中国中铁股份有限公司科技研究开发计划项目(2022-重大-14)。

摘　　要：通过瞬态动力分析法计算列车在道岔区间的最不利制动位置,对比列车制动、轨温变化、制动与温度荷载组合得出最不利荷载工况,在此基础上分析温度、坡度、制动力率、制动坡向、垫板类型、荷载重复作用次数对道岔钢轨纵向位移和受力的影响。研究结果表明:1)最不利荷载工况为制动与降温25℃,且在该工况下最大纵向位移发生在曲侧轨上,最大纵向受力发生在直基本轨上。2)随着轨温变化幅度、制动力率增大,曲侧轨最大纵向位移和直基本轨最大纵向受力增大;随着坡度增大,曲侧轨最大纵向位移呈线性增大,直基本轨最大纵向受力基本不变;轨温变化幅度对道岔位移和受力影响最大,制动力率对道岔位移和受力的影响次之,坡度对道岔位移和受力的影响最小。3)下坡制动时曲侧轨最大位移和直基本轨最大受力均要比上坡制动时的大。4)扣件采用橡胶垫板时的曲侧轨纵向位移明显小于采用聚脂垫板时的曲侧轨纵向位移,直基本轨最大纵向受力要大于聚脂垫板的最大纵向受力。5)相对重复加载前,重复加载后直基本轨纵向受力较小,曲侧轨纵向位移较大。6)列车停车瞬间,钢轨纵向位移和受力发生突变,之后振幅逐渐衰减,扣件采用橡胶垫板时的钢轨直振动频率和振动幅度均要大于采用聚酯垫板时的钢轨直振动频率和振动幅度,且下坡工况时的振幅大于上坡工况时的振幅,同时,制动力率越大,振幅也越大。The most unfavorable braking position of the train in the turnout was calculated using transient dynamic analysis.The most unfavorable load condition was obtained by comparing the train braking,changes in rail temperature,combination of train braking and temperature.The effects of temperature,slope,braking force ratio,braking direction on slope,pad types and the number of repeated load actions on the longitudinal displacement and force of the turnout rail were analyzed.The results are as follows.1)The most unfavorable load condition is the combination of braking and cooling at 25℃,and the maximum longitudinal displacement occurs on the curved switch rail and the maximum longitudinal force occurs on the straight stock rail under this condition.2)When the amplitude of rail temperature changes and braking force ratio increases,the maximum longitudinal displacement of the curved switch rail and the maximum longitudinal force on the straight stock rail also increase.As the slope increases,the maximum longitudinal displacement of the curved switch rail increases linearly,while the maximum longitudinal force on the straight stock rail remains basically unchanged.In terms of the amplitude of the variables in the text,the amplitude of the rail temperature change has the greatest impact on turnout displacement and force,followed by the braking force ratio,and the slope is the smallest.3)When it is braked downhill,the maximum displacement of the curved switch rail and the maximum force on the straight stock rail are both greater than those when it is braked uphill.4)When using rubber pads for fasteners,the longitudinal displacement of the curved switch rail is significantly smaller than that of the polyester pad,and the maximum longitudinal force on the straight stock rail is greater than that of the polyester pad.5)Compared to before repeated loading,after repeated loading,the longitudinal force on the straight stock rail is smaller,and the longitudinal displacement on the curved switch rail is larger.6)At the moment the

关 键 词：瞬态动力分析 坡度 制动力率 垫板类型 荷载 

分 类 号：U213.2[交通运输工程—道路与铁道工程]