A rail joint analysis method based on actual elastic deformation of the rail

Abstract

The application discloses a connecting piece analysis method based on actual elastic deformation of a heart rail, and is consistent with the original design as a whole based on years of successful operation experience of high-speed turnout. Key structures and parameters such as long and short heart rails, wing rails, backing plates and traction strokes remain unchanged. On this basis, the actual elastic deformation state of the long and short heart rails in the conversion process is explored, and the sizes of connecting components (long heart rail-short heart rail spacer iron and top iron, long heart rail-wing rail top iron, and short heart rail-wing rail top iron) are optimized, so that the elastic deformation of the long and short heart rails is more coordinated, thereby reducing the internal interaction force of the frog structure system, reducing the assembly difficulty of the frog, and reducing the conversion force. On the basis of the original high-speed turnout structure, through the structural optimization in a small range, a good optimization effect is expected, and the risk introduced by the structural change is minimized.

Description

Technical Field

[0001] This invention relates to the field of railways, and in particular to a method for analyzing connecting components based on the actual elastic deformation of the frog rail. Background Technology

[0002] The existing high-speed turnout frog lines and structures are all designed based on the elastic bendable center method. That is, assuming that the movable section of the long frog is a straight line, an elastic bendable center is set in advance near the heel end of the movable section. During the conversion process, the movable section of the long frog and the short frog rotate rigidly around the elastic bendable center. Based on this, the line shape of the wing rail, the size of the connecting components such as the spacer and the top rail, and the key parameters such as the frog traction stroke are determined.

[0003] Based on current design methods, the alignment of both long and short frogs in the repulsion state is a broken line. However, this is not the case in reality. During the conversion process, both long and short frogs undergo significant elastic deformation, and this deformation occurs gradually without a clear elastic bending center. The actual alignment of the long and short frogs in the repulsion state also lacks a sharp bend, resulting in a significant deviation from the designed alignment. This leads to a mismatch between the dimensions of connecting components such as spacers and top rails and the elastic deformation of the long and short frogs, causing difficulties in frog assembly and resulting in significant assembly stress after assembly. Furthermore, it can lead to an unreasonable frog conversion stroke design, excessive frog conversion force, increased conversion failure rate, and a shortened service life of the conversion equipment.

[0004] A method for analyzing connectors based on the actual elastic deformation of the core track is needed to solve the above problems. Summary of the Invention

[0005] This invention addresses the problem in existing technologies where, based on current design methods, the alignment of both long and short frogs in the repulsion state is a broken line. However, in reality, this is not the case. During the conversion process, both long and short frogs undergo significant elastic deformation, which occurs gradually without a clear elastic bending center. Furthermore, the actual alignment of the long and short frogs in the repulsion state lacks a hard bend, resulting in a significant deviation from the designed alignment. This leads to a mismatch between the dimensions of connecting components such as spacers and top rails and the elastic deformation of the long and short frogs, causing difficulties in frog assembly, resulting in high assembly stress after assembly, unreasonable frog conversion stroke design, excessive frog conversion force, increased conversion failure rate, and reduced service life of the conversion equipment. This invention provides a connecting component analysis method based on the actual elastic deformation of the frogs. By using high-speed turnout operating parameters to maintain consistency with the original design, keeping key structures and parameters such as long and short frogs, wing rails, base plates, and traction stroke unchanged, this method explores the actual elastic deformation state of the long and short frogs during the conversion process, optimizes the dimensions of connecting components, and solves the aforementioned problems.

[0006] This invention provides a method for analyzing connectors based on the actual elastic deformation of the core track, comprising the following steps: S3. Arrange and label the devices in each of the above device groups in a longitudinal order; The shortest and longest action lengths of each top iron in the top iron group between the long center rail and the wing rail are calculated from the actual elastic deformation line of the upper wing rail and the long center rail in the repulsion state. The shortest and longest action lengths of each top iron in the top iron group between the short center rail and the wing rail are calculated from the actual elastic deformation line of the lower wing rail and the short center rail in the repulsion state. The dimensions of each connector are calculated from the elastic deformation profile of the long core rail and the initial profile of the short core rail in the lateral opening state. The dimensions of each connector are also calculated from the elastic deformation profile of the short core rail and the initial profile of the long core rail in the vertical opening state. The average of the above dimensions is taken to obtain the shortest and longest effective lengths of the top iron in the top iron group of the long and short core rails, as well as the shortest and longest effective lengths of each spacer in the spacer group between the long and short core rails.

[0007] The present invention provides a method for analyzing connectors based on the actual elastic deformation of the core rail. As a preferred embodiment, the method for elastically deforming the repulsion state of the long core rail is as follows: A calculation model for the transformation of the long core track is established based on the finite element theory. Solid elements are used to simulate the long core track. The material density, elastic modulus and Poisson's ratio are entered according to the actual situation. Several characteristic sections of the long core track are imported from the tip to the entire cross section. Linear interpolation is used to transition between each characteristic section. The fixed end of the long core rail is set as a fixed constraint. The friction force during the transformation of the long core rail is simulated by a spring unit. A uniformly distributed load is applied to the friction force. The weight of the core rail and the coefficient of friction are imported to obtain the value of the applied friction force. When the long center rail is in the repulsive state, a lateral displacement load with the same preset stroke is applied at each traction point. At the same time, corresponding displacement constraints are applied in the close contact area between the long center rail and the wing rail and the short center rail. The lateral displacement distribution curve under the repulsion state of the long track was obtained through the above simulation. ,in The coordinates are the longitudinal position coordinates along the long orthorium. This represents the lateral displacement of the long center rail at different positions; Divide the longitudinal axis of the long center rail into equal parts. The segment has a total of There are nodes, and the coordinates of each node are as follows: Then the lateral displacements corresponding to each node are respectively ; Given the shape of the long center track in the close-fitting state, the same method is used to discretize the long center track, and the longitudinal position coordinates of each node of the long center track in the close-fitting state can be obtained. and the corresponding horizontal position coordinates ; For each discrete node Lateral position coordinates based on the close fit of the long central track and the displacement change after repulsion The lateral position coordinates under the repulsion state of the long-center track were obtained by superposition calculation. The calculation formula is as follows: ; Based on the position coordinates of each discrete node under the repulsion state of the long orbit The linear shape of the long center track under the repulsion state is obtained by fitting spline curves. .

[0008] The present invention provides a method for analyzing connectors based on the actual elastic deformation of the core rail. As a preferred embodiment, the method for elastically deforming the short core rail in its repulsion state is as follows: A calculation model for the conversion of the short core track is established based on the finite element theory. Solid elements are used to simulate the short core track. The material density, elastic modulus and Poisson's ratio are entered according to the actual situation. Several characteristic sections of the short core track are imported from the tip of the short core track to the entire cross section. Linear interpolation is used to transition between each characteristic section. Spring elements are used to simulate the frictional force during the short core rail conversion process. A uniformly distributed load is applied to the frictional force. The weight of the core rail and the friction coefficient are entered to obtain the applied frictional force. A surface-to-surface contact element is established between the bent section at the heel end of the short core rail and the mating surface of the fork and the tip rail. The mating surface of the fork and the tip rail is defined as the target surface and the mating surface of the short core rail is defined as the contact surface to simulate the contact friction between the short core rail and the fork and the tip rail. A one-way displacement constraint is set on the non-working edge of the bent section at the heel end of the short core rail to simulate the lateral constraint of the support plate. When the short track is in the repulsive state, a lateral displacement load with the same preset stroke is applied at the second traction point. At the same time, a corresponding displacement constraint is applied in the area where the short track and the long track are in close contact. The above simulation yields the longitudinal displacement curve under the short-track repulsion state. and lateral displacement distribution curve ,in, The coordinates of the longitudinal position along the short orb are: This represents the longitudinal displacement of the short track at different positions. This represents the lateral displacement of the short track at different positions; The longitudinal displacement curve under the short-center rail repulsion state and lateral displacement distribution curve Discretization is performed, dividing the short center track into equal parts along the longitudinal direction. The segment has a total of There are nodes, and the coordinates of each node are as follows: Then the longitudinal displacements corresponding to each node are respectively The lateral displacements are respectively ; Given the alignment of the short center track in the close-fitting state, the same method is used to discretize the short center track, obtaining the position coordinates of each node in the close-fitting state. and the corresponding horizontal position coordinates ; For each discrete node Position coordinates based on the short-center track in close contact state and the displacement change after repulsion The position coordinates under the short-track repulsion state were obtained by superposition calculation. The formula is as follows: ; Based on the position coordinates of each discrete node under the short-center track repulsion state The linear shape of the short center track under the repulsion state is obtained by fitting spline curves. .

[0009] The present invention provides a method for analyzing connectors based on the actual elastic deformation of the core rail. As a preferred embodiment, the method involves arranging and marking the top irons in the top iron group between the long core rail and the wing rail in a longitudinal order. The shortest and longest effective lengths of each top iron in the top iron group between the long core rail and the wing rail are calculated from the actual elastic deformation line of the long core rail in a repulsive state. The specific method is as follows: Mark the top rails in the top rail assembly between the center rail and the wing rail in sequence. , where i is the ordinal number of the top iron, and the values ​​of a and b represent the minimum and maximum effective lengths determined by the distance between the rail components and the deflection angle based on the position of the top iron; For the top iron between the central rail and the wing rail Its length dimension , The actual elastic deformation profile of the upper wing rail and the long center rail in a repulsive state is mainly calculated from the following: ; in, Let be the linearity function of the upper wing rail. For the elastic deformation line shape function of the long-center rail, For top iron Length dimension The corresponding vertical position coordinates, For top iron Length dimension The corresponding vertical position coordinates.

[0010] The present invention provides a method for analyzing connectors based on the actual elastic deformation of the core rail. As a preferred embodiment, the method involves arranging and marking the top rails within the top rail group between the short core rail and the wing rail in a longitudinal order. The specific method for calculating the shortest and longest effective lengths of each top rail in the top rail group between the short core rail and the wing rail using the actual elastic deformation line of the short core rail in a repulsive state from the lower wing rail is as follows: Mark the top rails in the top rail assembly between the short center rail and the wing rail in sequence. , where i is the ordinal number of the top iron, and the values ​​of a and b represent the minimum and maximum effective lengths determined by the distance between the rail components and the deflection angle based on the position of the top iron; For the top iron between the short center rail and the wing rail Its length dimension , The actual elastic deformation profile of the lower wing rail and the short center rail in a repulsive state is mainly calculated from the following: ; in, For the elastic deformation line shape function of the short-center rail, Let be the line shape function of the lower wing rail. For top iron Length dimension The corresponding vertical position coordinates, For top iron Length dimension The corresponding vertical position coordinates.

[0011] The present invention discloses a method for analyzing connectors based on the actual elastic deformation of the core rail. In a preferred embodiment, the top irons within the top iron groups of the long and short core rails, and the spacer irons within the spacer iron groups between the long and short core rails, are arranged and marked in a longitudinal order. The dimensions of each connector are calculated from the elastic deformation profile of the long core rail and the initial profile of the short core rail in the laterally open state. Similarly, the dimensions of each connector are calculated from the elastic deformation profile of the short core rail and the initial profile of the long core rail in the vertically open state. The average of these dimensions is used to obtain the shortest and longest effective lengths of the top irons in the top iron groups of the long and short core rails, as well as the shortest and longest effective lengths of each spacer iron in the spacer iron groups between the long and short core rails. The specific method is as follows: Mark the top rails in the top rail assembly between the long and short rails in sequence. Where i is the ordinal number of the top iron, the spacers in the spacer group between the long and short center rails are labeled sequentially as follows: , where j is the ordinal number of the spacer iron; Values ​​a and b represent the minimum and maximum effective lengths determined by the distance and skew angle between the rail components at the top iron position, respectively; values ​​c and d represent the minimum and maximum effective lengths determined by the distance and skew angle between the rail components at the spacer position, respectively. For the top iron between the long and short center rails Length dimension , Spacing between the long and short center rails Length dimension , The calculation method is as follows: The dimensions of each connecting component are calculated from the elastic deformation profile of the long guide rail and the initial profile of the short guide rail in the lateral opening state. , , , ; ; ; in, For the elastic deformation line shape function of the long-center rail, The initial alignment function for the short-track center rail. For top iron Length dimension The corresponding vertical position coordinates, For top iron Length dimension The corresponding vertical position coordinates, spacer iron Length dimension The corresponding vertical position coordinates, spacer iron Length dimension The corresponding vertical position coordinates; The dimensions of each connecting component are calculated from the elastic deformation profile of the short guide rail and the initial profile of the long guide rail in the straight-open state. , , , ; ; ; in, Let the initial alignment function of the long-center track be... For the elastic deformation line shape function of the short-center track, For top iron Length dimension The corresponding vertical position coordinates, For top iron Length dimension The corresponding vertical position coordinates, spacer iron Length dimension The corresponding vertical position coordinates, spacer iron Length dimension The corresponding vertical position coordinates; Top Iron Length dimension , ; Spacer Length dimension , The beneficial effects of this invention are as follows: This method optimizes the dimensions of connecting components (long and short point rail spacers and top rails, long and short point rail top rails, and short and short point rail top rails) to better coordinate with the elastic deformation of the long and short point rails. This reduces the internal interaction forces within the frog structure system, lowers the difficulty of frog assembly, and reduces switching forces. Based on the original high-speed turnout structure, this relatively small-scale structural optimization is expected to achieve good optimization results while minimizing the risks introduced by structural changes. Attached Figure Description

[0012] Figure 1 A schematic diagram of a connection analysis method based on the actual elastic deformation of the core track; Figure 2 A schematic diagram of the lateral displacement distribution curve for a connector analysis method based on the actual elastic deformation of the core rail; Figure 3 A schematic diagram of the elastic deformation profile of a long point rail and its original design profile under the lateral opening state of a high-speed turnout, based on an analysis method for connecting components using the actual elastic deformation of the point rail. Figure 4 This is a schematic diagram of the longitudinal displacement curve and the transverse displacement distribution curve under the short core rail repulsion state, which is a connection analysis method based on the actual elastic deformation of the core rail. Figure 5 A schematic diagram of the elastic deformation profile of the short point rail and the original design profile in the straight-line opening state of a high-speed turnout, based on an analysis method for connecting components using the actual elastic deformation of the point rail. Figure 6 This is a schematic diagram showing the length dimensions of the top iron and spacer iron, which is part of an analysis method for connectors based on the actual elastic deformation of the core rail. Detailed Implementation

[0013] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Example 1

[0014] like Figure 1 As shown, a method for analyzing connectors based on the actual elastic deformation of the core track includes the following steps: S3. Arrange and label the devices in each of the above device groups in a longitudinal order; The shortest and longest action lengths of each top iron in the top iron group between the long center rail and the wing rail are calculated from the actual elastic deformation line of the upper wing rail and the long center rail in the repulsion state. The shortest and longest action lengths of each top iron in the top iron group between the short center rail and the wing rail are calculated from the actual elastic deformation line of the lower wing rail and the short center rail in the repulsion state. The dimensions of each connector are calculated from the elastic deformation profile of the long core rail and the initial profile of the short core rail in the lateral opening state. The dimensions of each connector are also calculated from the elastic deformation profile of the short core rail and the initial profile of the long core rail in the vertical opening state. The average of the above dimensions is taken to obtain the shortest and longest effective lengths of the top iron in the top iron group of the long and short core rails, as well as the shortest and longest effective lengths of each spacer in the spacer group between the long and short core rails.

[0015] The method for elastic deformation of the long central track in the repulsion state in this embodiment is as follows: The long core rail is initially in a straight-through open state. When it changes from a straight-through open state to a lateral open state, the long core rail is subjected to the traction forces of the first and second traction points, as well as the constraints of the fixed end fastening system, the upper wing rail, and the short core rail. After elastic deformation, it satisfies the following conditions: (1) The positions of the first and second traction points produce the same displacement as the traction stroke; (2) In sections where the rail is in close contact with the upper wing rail, a close fit must be ensured; (3) In the section where the short center rail is in close contact with the short center rail, the alignment of the short center rail must be ensured.

[0016] The main elastic deformation section of the long core rail is the section from the end point of the short core rail to the fixed end.

[0017] A calculation model for the transformation of the long gyroscope was established based on finite element theory to calculate the linear shape of the gyroscope in the repulsion state. Solid elements were used to simulate the gyroscope, with a material density of 7850 kg / m³, an elastic modulus of 2.1 × 10¹¹ Pa, and a Poisson's ratio of 0.3. Taking full account of the influence of the variable cross-section of the gyroscope, various characteristic sections of the gyroscope were introduced from its tip to its full cross-section, namely, sections with a top width of 1 mm, 12.5 mm, 15 mm, 22.5 mm, 40 mm, 50 mm, and 71.3 mm. Linear interpolation was used for the transition between these characteristic sections.

[0018] The fixed end of the long core rail is set as a fixed constraint, and the influence of friction during the operation is fully considered. A spring unit is used to simulate the friction force experienced by the long core rail during the conversion process. A uniformly distributed load is applied to the friction force. The weight of the core rail is taken as 70 kg / m, and the friction coefficient is taken as 0.25, so the applied friction force is 175 N / m. When the long core rail is in the repulsion state, a lateral displacement load with the same preset stroke is applied at each traction point. At the same time, in order to simulate the constraint effect of the wing rail and the short core rail on the long core rail, corresponding displacement constraints are applied in the close contact area between the long core rail and the wing rail and the short core rail.

[0019] Based on the above calculations, the lateral displacement distribution curve under the long-center track repulsion state can be obtained. ,like Figure 2 As shown. Among them The coordinates are the longitudinal position coordinates along the long orthorium. Let represent the lateral displacement of the long center track at different positions. For ease of subsequent analysis, this displacement is discretized. The long center track is divided into equal parts along its longitudinal direction. The segment has a total of There are nodes, and the coordinates of each node are as follows: Then the lateral displacements corresponding to each node are respectively .

[0020] Given the shape of the long center track in the close-fitting state, the same method is used to discretize the long center track, and the longitudinal position coordinates of each node of the long center track in the close-fitting state can be obtained. and the corresponding horizontal position coordinates For each discrete node... Lateral position coordinates based on the close fit of the long central track and the displacement change after repulsion The lateral position coordinates under the repulsion state of the long-center track were obtained by superposition calculation. .

[0021] ; Based on the position coordinates of each discrete node under the repulsion state of the long orbit The linear shape of the long center track under the repulsion state can be obtained by spline curve fitting. .

[0022] A comparison of the elastic deformation profile of the long point rail under the lateral opening state of the high-speed turnout calculated using this method with the original design profile is as follows: Figure 3 As shown, the original design of the long center rail has obvious hard bends, which is obviously inconsistent with the actual situation. This method obtains the elastic deformation of the long center rail based on the actual stress, which is significantly different from the original design, with a maximum deviation of 7.65mm. The difference in the line shape will directly affect the design of the connecting parts between the rail components.

[0023] The method for elastic deformation of the short-center track in the repulsion state in this embodiment is as follows: The short core rail is initially in a laterally open state. When it changes from a laterally open state to a vertically open state, the short core rail is subjected to the traction force of the second traction point and the constraints of the long core rail, fork and point rail and buckle plate. After elastic deformation, it satisfies the following conditions: (1) The second traction point position produces the same displacement as the traction stroke; (2) In sections closely fitted with the long center rail, the alignment of the long center rail must be ensured; (3) In the section where it engages with the fork and the switch rail, it can only slide longitudinally along the fork and the switch rail.

[0024] The main elastic deformation zone of the short core rail is the section from the end point to the heel end, which is in close contact with the long core rail.

[0025] A calculation model for the transformation of the short gyroscope was established based on finite element theory to calculate the line shape of the short gyroscope in the repulsion state. Solid elements were used to simulate the short gyroscope, with a material density of 7850 kg / m³, an elastic modulus of 2.1 × 10¹¹ Pa, and a Poisson's ratio of 0.3. The influence of the variable cross-section of the short gyroscope was fully considered, and various characteristic sections of the short gyroscope were imported from its tip to its entire cross-section, namely, 0 mm, 10 mm, 15 mm, 20 mm, 50 mm, and 72.2 mm cross-sections. Linear interpolation was used for the transition between each characteristic section.

[0026] To fully consider the influence of friction during the short core rail's movement, spring elements are used to simulate the friction force experienced during the short core rail's transition. A uniformly distributed load is applied to the friction force, with the core rail weight taken as 70 kg / m and the friction coefficient as 0.25, resulting in an applied friction force of 175 N / m. A surface-to-surface contact element is established between the bent section at the heel of the short core rail and the mating surface of the fork and point rails. The mating surface of the fork and point rails is defined as the target surface, and the mating surface of the short core rail as the contact surface, simulating the contact friction between the short core rail and the fork and point rails. A unidirectional displacement constraint is established on the non-working edge of the bent section at the heel of the short core rail to simulate the lateral constraint effect of the support plate. When the short core rail is in a repulsive state, a lateral displacement load with the same preset stroke is applied at the second traction point. Simultaneously, to simulate the constraint effect of the long core rail on the short core rail, corresponding displacement constraints are applied in the close-fitting area between the short and long core rails.

[0027] Based on the above calculations, the longitudinal displacement curve under the short-center track repulsion state can be obtained. and lateral displacement distribution curve ,like Figure 4 As shown. Among them The coordinates of the longitudinal position along the short orb are: This represents the longitudinal displacement of the short track at different positions. Let represent the lateral displacement of the short center rail at different positions. For ease of subsequent analysis, this displacement is discretized. The short center rail is divided into equal parts along its longitudinal direction. The segment has a total of There are nodes, and the coordinates of each node are as follows: The longitudinal displacements corresponding to each node are as follows: The lateral displacements are respectively .

[0028] Given the alignment of the short center track in the close-fitting state, the same method is used to discretize the short center track, thus obtaining the position coordinates of each node in the close-fitting state. and the corresponding horizontal position coordinates .

[0029] For each discrete node Position coordinates based on the short-center track in close contact state and the displacement change after repulsion The position coordinates under the short-track repulsion state were obtained by superposition calculation. .

[0030] ; Based on the position coordinates of each discrete node under the short-center track repulsion state The linear shape of the short center track under the repulsion state can be obtained by spline curve fitting. .

[0031] A comparison of the elastic deformation profile of the short-point rail under the straight-opening state of a high-speed turnout calculated using this method with the original design profile is as follows: Figure 5 As shown, the original design of the short rail has obvious hard bends, which is clearly inconsistent with the actual situation. This method obtains the elastic deformation of the short rail based on the actual stress, which is significantly different from the original design, with a maximum deviation of 5.10 mm. The difference in the rail shape will directly affect the design of the connecting parts between rail components.

[0032] Furthermore, during the frog design process, the dimensions of the connecting components are calculated and determined based on the alignment of the long and short point rails in a repulsive state, as well as the alignment of the wing rail. However, because the alignment of the long and short point rails in a repulsive state in the original design method differs significantly from the actual alignment, the dimensions of the connecting components calculated based on this have poor matching with the actual deformation of the long and short point rails, resulting in problems such as assembly difficulties, high assembly stress, and high conversion force.

[0033] Based on the calculated elastic deformation profiles of the long and short frog rails in their separation states, this section optimizes the design of connecting components such as the partition rails and top rails in the frog area.

[0034] (1) Long center rail-wing rail top iron , =1,2,3,…,9; (2) Short-point rail-wing rail top iron , =1,2,3,…,9; (3) Long-short-short top rail , =1,2,3; (4) Long-short-spot rail spacer , =1,2,3.

[0035] like Figure 6 As shown, for any top rail, values ​​a and b represent the minimum and maximum effective lengths determined by the distance and skew angle between the rail components at the top rail position, respectively. For any spacer, its main length dimensions c and d represent the minimum and maximum effective lengths determined by the distance and skew angle between the rail components at the spacer position, respectively.

[0036] For the top iron of the long center rail-wing rail Its length dimension , It is mainly calculated from the actual elastic deformation profile of the upper wing rail and the long center rail in the repulsion state.

[0037] ; In the formula, Let be the linearity function of the upper wing rail. For the elastic deformation line shape function of the long-center rail, For top iron Length dimension The corresponding vertical position coordinates, For top iron Length dimension The corresponding vertical position coordinates.

[0038] For short-center rail-wing rail top iron Its length dimension , It is mainly calculated from the actual elastic deformation profile of the lower wing rail and the short center rail in the repulsion state.

[0039] ; In the formula, For the elastic deformation line shape function of the short-center track, Let be the line shape function of the lower wing rail. For top iron Length dimension The corresponding vertical position coordinates, For top iron Length dimension The corresponding vertical position coordinates.

[0040] For long-center rail-short-center rail top iron Length dimension , Long and short center rail spacers Length dimension , The calculation method is as follows: (1) The dimensions of each connecting component are calculated from the elastic deformation profile of the long core rail and the initial profile of the short core rail in the lateral opening state. , , =1,2,3 , , =1,2,3.

[0041] ; ; In the formula, For the elastic deformation line shape function of the long-center rail, The initial alignment function for the short-track center rail. For top iron Length dimension The corresponding vertical position coordinates, For top iron Length dimension The corresponding vertical position coordinates, spacer iron Length dimension The corresponding vertical position coordinates, spacer iron Length dimension The corresponding vertical position coordinates.

[0042] (2) The dimensions of each connecting component are calculated from the elastic deformation profile of the short core rail and the initial profile of the long core rail in the straight-open state. , , =1,2,3 , , =1,2,3.

[0043] ; ; In the formula, Let the initial alignment function of the long-center track be... For the elastic deformation line shape function of the short-center track, For top iron Length dimension The corresponding vertical position coordinates, For top iron Length dimension The corresponding vertical position coordinates, spacer iron Length dimension The corresponding vertical position coordinates, spacer iron Length dimension The corresponding vertical position coordinates.

[0044] (3) Top iron Length dimension ,

[0045] Spacer Length dimension , .

[0046] The optimization of the length dimensions of each connecting component is based on the calculation obtained by this method. In the actual production and manufacturing process of high-speed turnouts, in order to achieve smooth assembly of the frog, factory technicians often adjust the length dimensions of connecting components such as the top iron by grinding or welding them, based on experience. This is done to facilitate comparative analysis.

[0047] Furthermore, the optimized values ​​calculated by this method and the adjusted values ​​during the actual assembly process in the factory both show significant changes compared to the original design values. The main patterns are as follows: 1) The length adjustment of the first to sixth top irons between the upper wing rail and the long center rail is relatively small, not exceeding 1mm; the length of the seventh to ninth top irons is significantly reduced and the reduction gradually increases, with the ninth top iron having the largest reduction. The theoretically optimized reduction is 6mm, and the factory's empirical reduction is 8mm.

[0048] 2) The length adjustment of the first to sixth top irons between the lower wing rail and the short center rail is relatively small, not exceeding 1mm; the length of the seventh to ninth top irons is significantly reduced and the reduction gradually increases, with the ninth top iron having the largest reduction. The theoretically optimized reduction is 6mm, and the factory's empirical reduction is 5mm.

[0049] 3) The length of the second top iron between the long and short top rails is slightly increased, but the length of the third top iron is significantly reduced. The theoretically optimized reduction is 6mm, and the factory's empirical reduction is 12mm.

[0050] 4) The length adjustment range of the spacer between the long and short center rails is small, with a maximum adjustment range of 0.7mm.

[0051] The optimized dimensions of each connecting component calculated by this method are quite close to the factory's empirical values, and the dimensional optimization patterns shown are completely consistent with factory experience. Only the dimensional difference of the last top block of the long and short center rails is significant. The result calculated by this method is 6mm smaller than the original design value, while the factory's empirical value is 12mm smaller than the original design value. This is mainly because the position of this top block is close to the bending point of the short center rail. In actual factory production, in order to ensure a close fit between the short center rail and the fork and point rail, the bending point of the short center rail is often moved forward appropriately. This results in a reduction in the support distance of the long and short center rails at the position of the top block, thus causing a larger adjustment to the factory's empirical value for the size of the top block.

[0052] By comparing with factory experience values, the rationality of the optimization method and scheme for the connecting components of the frog area of ​​high-speed turnouts based on the actual elastic deformation of the frog rail was verified. In the design of 400km / h high-speed turnouts, the length dimension of the connecting components in the frog area will adopt the scheme proposed in this section.

[0053] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention.

Claims

1. A method for analyzing connectors based on the actual elastic deformation of the core track, characterized in that: Includes the following steps: S1. Perform elastic deformation calculations on the repulsion states of the long and short center rails to obtain the line shape under the repulsion state of the long and short center rails. S2. According to the function of the rails, they are divided into the top iron group between the long center rail and the wing rail, the top iron group between the short center rail and the wing rail, the top iron group between the long center rail and the short center rail, and the spacer group between the long center rail and the short center rail. S3. Arrange and label the devices in each of the above device groups in a longitudinal order; The shortest and longest action lengths of each top iron in the top iron group between the long center rail and the wing rail are calculated from the actual elastic deformation line of the upper wing rail and the long center rail in the repulsion state. The shortest and longest action lengths of each top iron in the top iron group between the short center rail and the wing rail are calculated from the actual elastic deformation line of the lower wing rail and the short center rail in the repulsion state. The dimensions of each connector are calculated from the elastic deformation profile of the long core rail and the initial profile of the short core rail in the lateral opening state. The dimensions of each connector are also calculated from the elastic deformation profile of the short core rail and the initial profile of the long core rail in the vertical opening state. The average of the above dimensions is taken to obtain the shortest and longest effective lengths of the top iron in the top iron group of the long and short core rails, as well as the shortest and longest effective lengths of each spacer in the spacer group between the long and short core rails.

2. The method for analyzing connectors based on the actual elastic deformation of the core track according to claim 1, characterized in that: The method for elastically deforming a long-center track in a repulsive state is as follows: A calculation model for the transformation of the long core track is established based on the finite element theory. Solid elements are used to simulate the long core track. The material density, elastic modulus and Poisson's ratio are entered according to the actual situation. Several characteristic sections of the long core track are imported from the tip to the entire cross section. Linear interpolation is used to transition between each characteristic section. The fixed end of the long core rail is set as a fixed constraint. The friction force during the transformation of the long core rail is simulated by a spring unit. A uniformly distributed load is applied to the friction force. The weight of the core rail and the coefficient of friction are imported to obtain the value of the applied friction force. When the long center rail is in the repulsive state, a lateral displacement load with the same preset stroke is applied at each traction point. At the same time, corresponding displacement constraints are applied in the close contact area between the long center rail and the wing rail and the short center rail. The lateral displacement distribution curve under the repulsion state of the long track was obtained through the above simulation. ,in The coordinates are the longitudinal position coordinates along the long orthorium. This represents the lateral displacement of the long center rail at different positions; Divide the longitudinal axis of the long center rail into equal parts. The segment has a total of There are nodes, and the coordinates of each node are as follows: Then the lateral displacements corresponding to each node are respectively ; Given the shape of the long center track in the close-fitting state, the same method is used to discretize the long center track, and the longitudinal position coordinates of each node of the long center track in the close-fitting state can be obtained. and the corresponding horizontal position coordinates ; For each discrete node Lateral position coordinates based on the close fit of the long central track and the displacement change after repulsion The lateral position coordinates under the repulsion state of the long-center track were obtained by superposition calculation. The calculation formula is as follows: ； Based on the position coordinates of each discrete node under the repulsion state of the long orbit The linear shape of the long center track under the repulsion state is obtained by fitting spline curves. .

3. The method for analyzing connectors based on the actual elastic deformation of the core track according to claim 1, characterized in that: The method for elastically deforming the short-center track in a repulsive state is as follows: A calculation model for the conversion of the short core track is established based on the finite element theory. Solid elements are used to simulate the short core track. The material density, elastic modulus and Poisson's ratio are entered according to the actual situation. Several characteristic sections of the short core track are imported from the tip of the short core track to the entire cross section. Linear interpolation is used to transition between each characteristic section. Spring elements are used to simulate the frictional force during the short core rail conversion process. A uniformly distributed load is applied to the frictional force. The weight of the core rail and the friction coefficient are entered to obtain the applied frictional force. A surface-to-surface contact element is established between the bent section at the heel end of the short core rail and the mating surface of the fork and the tip rail. The mating surface of the fork and the tip rail is defined as the target surface and the mating surface of the short core rail is defined as the contact surface to simulate the contact friction between the short core rail and the fork and the tip rail. A one-way displacement constraint is set on the non-working edge of the bent section at the heel end of the short core rail to simulate the lateral constraint of the support plate. When the short track is in the repulsive state, a lateral displacement load with the same preset stroke is applied at the second traction point. At the same time, a corresponding displacement constraint is applied in the area where the short track and the long track are in close contact. The longitudinal displacement curve under the short-track repulsion state was obtained through the above simulation. and lateral displacement distribution curve ,in The coordinates of the longitudinal position along the short orb are: This represents the longitudinal displacement of the short track at different positions. This represents the lateral displacement of the short track at different positions; The longitudinal displacement curve under the short-center rail repulsion state and lateral displacement distribution curve Discretization is performed, dividing the short center track into equal parts along the longitudinal direction. The segment has a total of There are nodes, and the coordinates of each node are as follows: Then the longitudinal displacements corresponding to each node are respectively The lateral displacements are respectively ; Given the alignment of the short center track in the close-fitting state, the same method is used to discretize the short center track, obtaining the position coordinates of each node in the close-fitting state. and the corresponding horizontal position coordinates ; For each discrete node Position coordinates based on the short-center track in close contact state and the displacement change after repulsion The position coordinates under the short-track repulsion state were obtained by superposition calculation. The formula is as follows: ； Based on the position coordinates of each discrete node under the short-center track repulsion state The linear shape of the short center track under the repulsion state is obtained by fitting spline curves. .

4. The method for analyzing connectors based on the actual elastic deformation of the core track according to claim 1, characterized in that: The shortest and longest effective lengths of each top iron in the top iron group between the long center rail and the wing rail are calculated from the actual elastic deformation line of the long center rail in the repulsive state, based on the longitudinal sequence of the top irons arranged and marked by the longitudinal order. The specific method is as follows: Mark the top rails in the top rail assembly between the center rail and the wing rail in sequence. , where i is the ordinal number of the top iron, and the values ​​of a and b represent the minimum and maximum effective lengths determined by the distance between the rail components and the deflection angle based on the position of the top iron; For the top iron between the central rail and the wing rail Its length dimension , The actual elastic deformation profile of the upper wing rail and the long center rail in a repulsive state is mainly calculated from the following: ； in, Let be the linearity function of the upper wing rail. Let be the elastic deformation line shape function of the long-center rail. For top iron Length dimension The corresponding vertical position coordinates, For top iron Length dimension The corresponding vertical position coordinates.

5. The method for analyzing connectors based on the actual elastic deformation of the core track according to claim 1, characterized in that: The shortest and longest action lengths of each top iron in the top iron group between the short center rail and the wing rail are calculated from the actual elastic deformation line of the short center rail in the repulsion state, arranged and marked in longitudinal order. Mark the top rails in the top rail assembly between the short center rail and the wing rail in sequence. , where i is the ordinal number of the top iron, and the values ​​of a and b represent the minimum and maximum effective lengths determined by the distance between the rail components and the deflection angle based on the position of the top iron; For the top iron between the short center rail and the wing rail Its length dimension , The actual elastic deformation profile of the lower wing rail and the short center rail in a repulsive state is mainly calculated from the following: ； in, For the elastic deformation line shape function of the short-center track, Let be the line shape function of the lower wing rail. For top iron Length dimension The corresponding vertical position coordinates, For top iron Length dimension The corresponding vertical position coordinates.

6. The method for analyzing connectors based on the actual elastic deformation of the core track according to claim 1, characterized in that: The top irons in the top iron groups of the long and short center rails and the spacer irons in the spacer iron groups between the long and short center rails are arranged and marked in longitudinal order. The dimensions of each connecting component are calculated from the elastic deformation line of the long center rail and the initial line of the short center rail in the lateral opening state, and the dimensions of each connecting component are calculated from the elastic deformation line of the short center rail and the initial line of the long center rail in the vertical opening state. The average of the above dimensions is taken to obtain the shortest and longest effective lengths of the top irons in the top iron groups of the long and short center rails, as well as the shortest and longest effective lengths of each spacer iron in the spacer iron groups between the long and short center rails. The specific method is as follows: Mark the top rails in the top rail assembly between the long and short rails in sequence. Where i is the ordinal number of the top iron, the spacers in the spacer group between the long and short center rails are labeled sequentially as follows: , where j is the ordinal number of the spacer iron; Values ​​a and b represent the minimum and maximum effective lengths determined by the distance and skew angle between the rail components at the top iron position, respectively; values ​​c and d represent the minimum and maximum effective lengths determined by the distance and skew angle between the rail components at the spacer position, respectively. For the top iron between the long and short center rails Length dimension , Spacing between the long and short center rails Length dimension , The calculation method is as follows: The dimensions of each connecting component are calculated from the elastic deformation profile of the long guide rail and the initial profile of the short guide rail in the lateral opening state. , , , ; ； ； in, Let be the elastic deformation line shape function of the long-center rail. The initial alignment function for the short-track center rail. For top iron Length dimension The corresponding vertical position coordinates, For top iron Length dimension The corresponding vertical position coordinates, spacer iron Length dimension The corresponding vertical position coordinates, spacer iron Length dimension The corresponding vertical position coordinates; The dimensions of each connecting component are calculated from the elastic deformation profile of the short guide rail and the initial profile of the long guide rail in the straight-open state. , , , ; ； ； in, Let the initial alignment function of the long-center track be... For the elastic deformation line shape function of the short-center track, For top iron Length dimension The corresponding vertical position coordinates, For top iron Length dimension The corresponding vertical position coordinates, spacer iron Length dimension The corresponding vertical position coordinates, spacer iron Length dimension The corresponding vertical position coordinates; Top Iron Length dimension , ; Spacer Length dimension , .

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