A method for evaluating the speed raising adaptability of high-speed turnout

Abstract

The application discloses a method for evaluating the adaptability of high-speed turnout to speed increase, which comprises the following steps: analyzing the adaptability of high-speed turnout to speed increase under the condition of no disease and the influence of typical diseases of high-speed turnout on the adaptability to speed increase, and systematically analyzing the speed increase safety, speed increase stability, wheel-rail dynamic action and fatigue damage of rail parts in the turnout area, so as to realize the evaluation of the adaptability of each part of high-speed turnout to speed increase. The application scientifically evaluates the adaptability of high-speed turnout to speed increase in China, and provides an important basis and reference for further improving the operation speed of high-speed railway in China.

Description

Technical Field

[0001] This invention relates to the field of railways, and in particular to a method for evaluating the speed-up adaptability of high-speed turnouts. Background Technology

[0002] With the improvement of my country's high-speed rail network and the advancement of high-speed rail technology, increasing operating speed will be an important direction for the continued innovation of my country's high-speed rail in the future. In recent years, domestically produced standard EMUs have also carried out tests and trials at a speed of 400 km / h. However, my country currently does not have high-speed turnouts that are suitable for this speed standard, and there is also a serious shortage of large-number high-speed turnouts of the 400 km / h class in the world.

[0003] Since my country has already established a high-speed railway network with a speed of 350 km / h, it is impractical to replace existing high-speed switches with new 400 km / h switches on a large scale, as the economic cost would be too high. The best approach is to assess whether existing 350 km / h high-speed switches can adapt to 400 km / h operating conditions. If they can, or if only local optimization is needed to increase speed, this is the most economical and feasible method.

[0004] Based on the above problems, a method is needed to evaluate the speed-up adaptability of high-speed turnouts for determining local optimization. Summary of the Invention

[0005] This invention addresses the problem that large-scale replacement of existing high-speed turnouts with 400 km / h high-speed turnouts is impractical and too costly. The best approach is to assess whether existing 350 km / h high-speed turnouts can adapt to 400 km / h operating conditions. If they can, or if only local optimization is needed for speed increase, this invention provides a method for evaluating the speed-up adaptability of high-speed turnouts. This method assesses the adaptability of various turnout parameters, thus solving the aforementioned problems.

[0006] This invention provides a method for evaluating the speed-up adaptability of high-speed turnouts, comprising the following steps:

[0007] S1. Assuming that the high-speed turnout is in its initial laying state, without any defects or damage, and that the structural parameters of the high-speed turnout are all in the initial design state, construct a vehicle-turnout coupled dynamic analysis model.

[0008] S2. Perform a safety and stability analysis on the state of the vehicle passing through the turnout after speeding up under the condition of no defects, and determine whether the derailment coefficient of the vehicle passing through the turnout after speeding up exceeds the limit of 0.8 or the increase in the lateral acceleration of the vehicle body when passing through the turnout after speeding up is >10%. If it occurs, proceed to step S7; otherwise, proceed to step S3.

[0009] S3. Analyze the wheel-rail dynamic interaction and determine whether the increase in vertical wheel-rail force when the vehicle passes through the turnout after speeding up exceeds 40kN. If so, proceed to step S4; otherwise, proceed to step S5.

[0010] S4. Construct a fatigue damage development prediction and analysis model for rail components in the turnout area, analyze the fatigue damage development rate of rail components in the severely impacted wheel-rail section, and if the fatigue damage development rate of rail components in the severely impacted wheel-rail section increases after speed increase, resulting in a crack initiation and propagation cycle shortening by more than 20%, then proceed to step S7; otherwise, proceed to step S5.

[0011] S5. Analyze the impact of typical defects of high-speed turnouts on the adaptability to speed increase. Based on the analysis results, determine whether the high-speed turnout is suitable for speed increase. If yes, proceed to step S7; otherwise, proceed to step S6.

[0012] S6. Mark the speed-up adaptability of high-speed turnouts as unsuitable and indicate the reasons for unsuitability, then proceed to step S8.

[0013] S7. Mark the speed-up adaptability of high-speed turnouts as having speed-up adaptability, and mark the appropriate speed-up after speed-up.

[0014] S8, Output high-speed turnout speed-up adaptability mark.

[0015] The above process is an analysis of the speed-up adaptability of high-speed turnouts under defect-free conditions. The safety analysis for each of these conditions mainly focuses on the derailment coefficient time-history curve when a vehicle passes, identifying three main scenarios:

[0016] The derailment coefficient of the vehicle when passing through the turnout after the speed increase exceeds the limit of 0.8, indicating that the risk of derailment is relatively high after the speed increase.

[0017] The derailment coefficient of the vehicle when passing through the turnout after the speed increase is in the range of 0.4 to 0.8, indicating that the safety margin is insufficient after the speed increase.

[0018] The derailment coefficient of the vehicle passing through the turnout after the speed increase is no more than 0.4, indicating that the safety margin for derailment is still relatively large after the speed increase and the possibility of derailment is significantly reduced.

[0019] For the stationarity analysis under the above conditions, the main focus is on the time history curve of the lateral acceleration of the vehicle body when passing through the turnout. The following three scenarios are mainly observed:

[0020] After the speed increase, the lateral acceleration of the vehicle body when passing through the turnout increases significantly, with an increase of >10%, indicating that the driving stability is significantly reduced after the speed increase and the possibility of vehicle swaying increases.

[0021] The change in lateral acceleration of the vehicle body when passing through the turnout after the speed increase is small (±10%), indicating that the driving stability does not change much after the speed increase.

[0022] After the speed increase, the lateral acceleration of the vehicle body when passing through the turnout is significantly reduced, with a reduction of >10%, indicating that the driving stability is significantly improved after the speed increase and the possibility of vehicle swaying is reduced.

[0023] The wheel-rail dynamics analysis under the above conditions mainly focuses on the time history curves of the wheel-rail vertical force when the vehicle passes through the turnout, and the following three scenarios exist:

[0024] After the speed increase, the vertical force between the wheel and rail when the vehicle passes through the turnout increases by more than 40kN, indicating that the dynamic impact of the wheel and rail when the vehicle passes through the turnout increases after the speed increase, and the destructive effect on the wheels and turnout components is greater.

[0025] The increase in wheel-rail vertical force when the vehicle passes through the turnout after the speed increase does not exceed 40kN, indicating that the wheel-rail dynamic impact when the vehicle passes through the turnout after the speed increase does not increase significantly, and the destructive effect on the wheels and turnout components will not increase significantly.

[0026] Based on the fatigue damage analysis of rail components in the turnout area under the above conditions, a predictive analysis model for the development of fatigue damage in rail components in the turnout area is constructed. The model analyzes the fatigue damage development rate of rail components in sections with severe wheel-rail impact, and the following two main scenarios are identified:

[0027] After the speed increase, the rate of rail fatigue damage development in the severely impacted wheel-rail sections increased significantly, and the crack initiation and propagation cycle was shortened by more than 20%, indicating that the development of rail fatigue damage in the severely impacted wheel-rail sections of the turnout area accelerated significantly after the speed increase.

[0028] After the speed increase, the rate of rail fatigue damage development in sections with severe wheel-rail impact did not increase significantly, and the crack initiation and propagation cycle shortened by no more than 20% or even increased, indicating that the development of rail fatigue damage in sections with severe wheel-rail impact in the turnout area did not accelerate significantly after the speed increase.

[0029] The method for evaluating the speed-up adaptability of high-speed turnouts according to the present invention, in a preferred embodiment, includes the following steps in step S5:

[0030] S51. The typical defects that have appeared in the operation of high-speed turnouts over the years are sorted out and numbered, and the defects are marked as defects X, where X is a positive integer greater than zero.

[0031] S52. Analyze the impact of each defect X on the dynamic performance of the vehicle passing through the turnout. Based on the safety analysis and stability analysis, determine whether the derailment coefficient of the vehicle passing through the turnout under defect X exceeds the limit of 0.8 or the lateral acceleration increase of the vehicle passing through the turnout under defect X exceeds 10%. If yes, proceed to step S53; otherwise, proceed to step S6.

[0032] S53. Analyze the impact of increasing the speed of the vehicle from low to high when passing through the turnout under the condition that defect X exists. Determine whether the derailment coefficient of the vehicle when passing through the turnout after speeding up exceeds the limit of 0.8 or the increase in the lateral acceleration of the vehicle body when passing through the turnout after speeding up is >10%. If yes, proceed to step S6; otherwise, proceed to step S54.

[0033] S54. Based on the time history curves of wheel-rail vertical force when the vehicle passes through the turnout before and after speed increase, perform wheel-rail dynamic action analysis under the condition that defect X exists. Based on the analysis structure, if the increase in wheel-rail vertical force when the vehicle passes through the turnout after speed increase exceeds 40kN, proceed to step S55; otherwise, proceed to step S7.

[0034] S55. Based on the condition that defect X exists, determine the fatigue damage development rate of rail components in the severely impacted wheel-rail section before and after speed increase, and whether the increased fatigue damage development rate of rail components in the severely impacted wheel-rail section after speed increase leads to a shortening of the crack initiation and propagation cycle by more than 20%. If yes, proceed to step S6; otherwise, proceed to step S7.

[0035] The above process analyzes the impact of typical defects in high-speed turnouts on their adaptability to speed increases.

[0036] For defect X, its impact on the dynamic performance of vehicles passing through the turnout is analyzed. By adjusting the turnout model accordingly, defect X is simulated, and then, based on this, a vehicle-turnout coupled dynamic analysis is performed under the condition of defect X. Safety analysis is then conducted for each of the above conditions.

[0037] The main analysis focuses on the changes in the time history curve of the derailment coefficient under conditions of no defect X and the presence of defect X, mainly involving the following three scenarios:

[0038] The derailment coefficient of a vehicle passing through a turnout increases significantly under the condition of defect X, with an increase of >10%, indicating that the possibility of a vehicle derailing when passing through a turnout under the condition of defect X increases significantly.

[0039] The derailment coefficient of a vehicle passing through a turnout changes only by ±10% under the condition of defect X, indicating that the possibility of a vehicle derailing when passing through a turnout changes only by the condition of defect X.

[0040] The derailment coefficient of a vehicle passing through a turnout is significantly reduced under the condition of defect X, with a reduction of >10%, indicating that the possibility of a vehicle derailing when passing through a turnout is significantly reduced under the condition of defect X.

[0041] The stationarity analysis for the above conditions mainly focuses on the changes in the time history curves of the vehicle body's lateral acceleration under conditions of no defect X and the presence of defect X. The analysis primarily examines the following three scenarios:

[0042] The lateral acceleration of a vehicle passing through a turnout under defect X conditions increases significantly, with an increase of >10%, indicating that the vehicle's running stability decreases significantly when passing through a turnout under defect X conditions.

[0043] The lateral acceleration of a vehicle passing through a turnout changes by only ±10% under the condition of defect X, indicating that the stability of the vehicle's operation does not change much when passing through the turnout under the condition of defect X.

[0044] The lateral acceleration of a vehicle passing through a turnout is significantly reduced under the condition of defect X, with a reduction of >10%, indicating that the vehicle's running stability is significantly improved when passing through the turnout under the condition of defect X.

[0045] A safety analysis was conducted on the impact of increasing the vehicle speed from 350 km / h to 400 km / h on the system dynamics under the condition of defect X.

[0046] The main analysis focuses on the time history curves of the derailment coefficient when vehicles pass through turnouts before and after speed increase, under the condition of defect X. The analysis primarily examines the following three scenarios:

[0047] After the speed increase, the derailment coefficient of the vehicle when passing through the turnout increased significantly, with an increase of >10%, indicating that the possibility of vehicle derailment increased significantly.

[0048] The derailment coefficient of the vehicle when passing through the turnout after the speed increase changed by only ±10%, indicating that the possibility of derailment changed little.

[0049] After the speed increase, the derailment coefficient of the vehicle when passing through the turnout is significantly reduced, with a reduction of >10%, indicating that the possibility of vehicle derailment is significantly reduced.

[0050] A stationarity analysis was conducted on the impact of increasing vehicle speed from 350 km / h to 400 km / h on the system dynamics under the condition of defect X.

[0051] The main analysis focuses on the time history curves of the lateral acceleration of the vehicle body when passing through the turnout before and after speed increase, under the condition of defect X. The following three scenarios are mainly observed:

[0052] After the speed increase, the lateral acceleration of the vehicle body when passing through the turnout increases significantly, with an increase of >10%, indicating a significant decrease in driving stability.

[0053] After the speed increase, the lateral acceleration of the vehicle body when passing through the turnout changes by only ±10%, indicating that the change in driving stability is small.

[0054] After the speed increase, the lateral acceleration of the vehicle body when passing through the turnout is significantly reduced, with a reduction of >10%, indicating a significant improvement in driving stability.

[0055] This study analyzes the fatigue damage of rail components in the turnout area to assess the impact of increasing vehicle speed from 350 km / h to 400 km / h on the system's dynamic characteristics under the condition of defect X.

[0056] The main analysis focuses on the fatigue damage development rate of rail components in severely impacted sections before and after speed increases, under the condition of defect X. The analysis reveals two main scenarios:

[0057] After the speed increase, the rate of rail fatigue damage development in the severely impacted sections of the wheel-rail system increased significantly, with an increase of >20%, indicating that the development of rail fatigue damage in the severely impacted sections of the wheel-rail system accelerated significantly after the speed increase.

[0058] The rate of rail fatigue damage development in severely impacted sections after speed increase did not increase significantly, with an increase of ≤20%, indicating that the development of rail fatigue damage in severely impacted sections after speed increase did not accelerate significantly.

[0059] The method for evaluating the speed-up adaptability of high-speed turnouts described in this invention, as a preferred method, includes typical defects such as insufficient displacement, wear of curved point rails, damage to adhesive-bonded insulating joints, stiffness deterioration, and damage to the fork and point rails.

[0060] The beneficial effects of this invention are as follows:

[0061] This invention scientifically evaluates the adaptability of high-speed turnouts to speed increases in my country, providing important basis and reference for further improving the operating speed of my country's high-speed railways. The method provided by this invention is systematic and comprehensive, capable of comprehensively analyzing the adaptability of high-speed turnouts to speed increases under ideal conditions and with various defects, and finally giving a comprehensive conclusion.

[0062] The invention establishes a vehicle-turnout coupled dynamics model and a fatigue damage development prediction model for rail components in the turnout area. These models enable simulation, prediction, and evaluation of the system's coupled dynamic performance when a vehicle passes through a turnout, as well as the initiation and propagation of fatigue cracks in the rail components in the turnout area. Furthermore, this allows for a more comprehensive assessment of the impact of speed increases on turnouts, including both short-term dynamic performance and long-term damage development.

[0063] In evaluating dynamic performance, a comprehensive analysis can be conducted on the safety, smoothness, and wheel-rail dynamic impact of vehicles passing through turnouts. This includes various aspects of the system's dynamic performance, and the evaluation is tiered according to the importance of different dynamic indicators. Important indicators are given higher priority, even having a veto power, making the evaluation method more scientific and reasonable. The conclusions drawn from the adaptability assessment are also more accurate and reliable. Attached Figure Description

[0064] Figure 1 This is a schematic diagram of a method for evaluating the speed-up adaptability of high-speed turnouts. Detailed Implementation

[0065] 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.

[0066] Example 1

[0067] This embodiment is designed to adapt to the speed increase of high-speed turnouts when the vehicle speed increases from 350km / h to 400km / h as it passes through the turnout.

[0068] like Figure 1 As shown, a method for evaluating the speed-up adaptability of high-speed turnouts includes the following steps:

[0069] S1. Assuming that the high-speed turnout is in its initial laying state, without any defects or damage, and that the structural parameters of the high-speed turnout are all in the initial design state, construct a vehicle-turnout coupled dynamic analysis model.

[0070] S2. Analyze the safety and stability of the vehicle after speeding up and passing through the turnout under the condition of no defects, and determine whether the derailment coefficient of the vehicle passing through the turnout after speeding up exceeds the limit of 0.8 or the increase in the lateral acceleration of the vehicle body when passing through the turnout after speeding up is greater than 10%. If it occurs, proceed to step S11; otherwise, proceed to step S3.

[0071] S3. Analyze the wheel-rail dynamic interaction and determine whether the increase in vertical wheel-rail force when the vehicle passes through the turnout after speeding up exceeds 40kN. If so, proceed to step S4; otherwise, proceed to step S5.

[0072] S4. Construct a fatigue damage development prediction and analysis model for rail components in the turnout area, analyze the fatigue damage development rate of rail components in the severely impacted wheel-rail section, and if the fatigue damage development rate of rail components in the severely impacted wheel-rail section increases after speed increase, resulting in a crack initiation and propagation cycle shortening by more than 20%, then proceed to step S11; otherwise, proceed to step S5.

[0073] S5. The typical defects that have appeared in the operation of high-speed turnouts over the years are sorted out and numbered, and the defects are marked as defects X, where X is a positive integer greater than zero.

[0074] S6. Analyze the impact of each defect X on the dynamic performance of the vehicle passing through the turnout. Based on the safety analysis and stability analysis, determine whether the derailment coefficient of the vehicle passing through the turnout under the defect X condition exceeds the limit of 0.8 or the lateral acceleration increase of the vehicle passing through the turnout under the defect X condition is greater than 10%. If yes, proceed to step S7; otherwise, proceed to step S10.

[0075] S7. Analyze the impact of increasing the vehicle speed from low to high when passing through the turnout under the condition of the presence of defect X on the dynamic characteristics of the system. Determine whether the derailment coefficient of the vehicle when passing through the turnout after speeding up exceeds the limit of 0.8 or the increase in the lateral acceleration of the vehicle body when passing through the turnout after speeding up is >10%. If yes, proceed to step S10; otherwise, proceed to step S8.

[0076] S8. Based on the time history curves of wheel-rail vertical force when the vehicle passes through the turnout before and after speed increase, perform wheel-rail dynamic action analysis under the condition of the presence of defect X. Based on the analysis structure, if the increase in wheel-rail vertical force when the vehicle passes through the turnout after speed increase exceeds 40kN, proceed to step S9; otherwise, proceed to step S11.

[0077] S9. Based on the condition that defect X exists, determine the fatigue damage development rate of rail components in the severely impacted wheel-rail section before and after speed increase, and whether the increased fatigue damage development rate of rail components in the severely impacted wheel-rail section after speed increase leads to a shortening of the crack initiation and propagation cycle by more than 20%. If yes, proceed to step S10; otherwise, proceed to step S11.

[0078] S10. Mark the speed-up adaptability of the high-speed turnout as unsuitable and mark the reason for the unsuitability, then proceed to step S12.

[0079] S11. Mark the speed-up adaptability of high-speed turnouts as having speed-up adaptability, and mark the appropriate speed-up after speed-up.

[0080] S12, Output high-speed turnout speed-up adaptability mark.

[0081] In this embodiment, typical defects that have occurred during the long-term operation of high-speed turnouts are identified and numbered, including but not limited to:

[0082] Defect 1: Insufficient displacement;

[0083] Defect 2: Wear on curved point rails;

[0084] Defect 3: Damage to the glued insulation joint;

[0085] Defect 4: Stiffness deterioration;

[0086] Defect 5: Damage to the fork and switch rail.

[0087] 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 evaluating the speed-up adaptability of high-speed turnouts, characterized in that: Includes the following steps: S1. Assuming that the high-speed turnout is in its initial laying state, without any defects or damage, and that the structural parameters of the high-speed turnout are all in the initial design state, construct a vehicle-turnout coupled dynamic analysis model. S2. Analyze the safety and stability of the vehicle after speeding up and passing through the turnout under the condition of no defects, and determine whether the derailment coefficient of the vehicle passing through the turnout after speeding up exceeds the limit of 0.8 or the increase of the lateral acceleration of the vehicle body when passing through the turnout after speeding up is greater than 10%. If it occurs, proceed to step S7; otherwise, proceed to step S3. S3. Analyze the wheel-rail dynamic interaction and determine whether the increase in vertical wheel-rail force when the vehicle passes through the turnout after speeding up exceeds 40kN. If so, proceed to step S4; otherwise, proceed to step S5. S4. Construct a fatigue damage development prediction and analysis model for rail components in the turnout area, analyze the fatigue damage development rate of rail components in the severely impacted wheel-rail section, and if the fatigue damage development rate of rail components in the severely impacted wheel-rail section increases after speed increase, resulting in a crack initiation and propagation cycle shortening by more than 20%, then proceed to step S7; otherwise, proceed to step S5. S5. Analyze the impact of typical defects of high-speed turnouts on the adaptability to speed increase. Based on the analysis results, determine whether the high-speed turnout is suitable for speed increase. If yes, proceed to step S7; otherwise, proceed to step S6. S6. Mark the speed-up adaptability of high-speed turnouts as unsuitable and indicate the reasons for unsuitability, then proceed to step S8. S7. Mark the speed-up adaptability of high-speed turnouts as having speed-up adaptability, and mark the appropriate speed-up after speed-up. S8. Output the speed-up adaptability flag of the high-speed turnout.

2. The method for evaluating the speed-up adaptability of high-speed turnouts according to claim 1, characterized in that: Step S5 specifically includes the following steps: S51. The typical defects that have appeared in the operation of high-speed turnouts over the years are sorted out and numbered, and the defects are marked as defects X, where X is a positive integer greater than zero. S52. Analyze the impact of each defect X on the dynamic performance of the vehicle passing through the turnout. Based on the safety analysis and stability analysis, determine whether the derailment coefficient of the vehicle passing through the turnout under the defect X condition exceeds the limit of 0.8 or the lateral acceleration increase of the vehicle passing through the turnout under the defect X condition is >10%. If yes, proceed to step S53; otherwise, proceed to step S6. S53. Analyze the impact of increasing the speed of the vehicle from low to high when passing through the turnout under the condition that defect X exists. Determine whether the derailment coefficient of the vehicle when passing through the turnout after speeding up exceeds the limit of 0.8 or the increase in the lateral acceleration of the vehicle body when passing through the turnout after speeding up is >10%. If yes, proceed to step S6; otherwise, proceed to step S54. S54. Based on the time history curves of wheel-rail vertical force when the vehicle passes through the turnout before and after speed increase, perform wheel-rail dynamic action analysis under the condition that defect X exists. Based on the analysis structure, if the increase in wheel-rail vertical force when the vehicle passes through the turnout after speed increase exceeds 40kN, proceed to step S55; otherwise, proceed to step S7. S55. Based on the condition that defect X exists, determine the fatigue damage development rate of rail components in the severely impacted wheel-rail section before and after speed increase, and whether the increased fatigue damage development rate of rail components in the severely impacted wheel-rail section after speed increase leads to a shortening of the crack initiation and propagation cycle by more than 20%. If yes, proceed to step S6; otherwise, proceed to step S7.

3. The method for evaluating the speed-up adaptability of high-speed turnouts according to claim 2, characterized in that: The typical defects include insufficient displacement, wear of curved and pointed rails, damage to adhesive-bonded insulating joints, stiffness deterioration, and damage to fork and pointed rails.

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