High-speed turnout switch structure and traction stroke optimization method

Abstract

The application discloses a high-speed turnout switch structure and a traction stroke optimization method, proposes a reasonable control method for insufficient displacement based on a high-speed turnout switch rail conversion test, then researches and proposes an optimized design scheme of the switch structure, and finally matches and optimizes the switch traction stroke according to the optimized structure, so that the minimum wheel flange groove and the conversion force meet the requirements and the switch rail repulsion state deformation coordination performance is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of railway, in particular to a high-speed turnout switch structure and traction stroke optimization method. BACKGROUND

[0002] Developing high-speed railway turnout with higher speed is not only of great significance to meet the needs of future high-speed railway construction, but also a very urgent problem,

[0003] In the traction conversion process of the existing high-speed turnout, the point rail often fails to be converted to the designed position, and there is insufficient displacement. Under the condition of low speed, the insufficient displacement of the point rail has little effect on the running state of the train when passing through the turnout. However, with the continuous increase of train speed, the insufficient displacement of the point rail will force the wheel running direction to change suddenly, thereby affecting the comfort and safety of high-speed trains passing through the turnout. Therefore, in the development process of new high-speed turnout, the structure optimization based on the control of insufficient displacement will be one of the important contents. Although domestic and foreign scholars have carried out rich research work on the influencing factors and control methods of high-speed turnout conversion, there are still few studies on improving the point rail conversion characteristics and insufficient displacement from the perspective of high-speed turnout structure optimization.

[0004] In view of the above, the present application provides a high-speed turnout switch structure and traction stroke optimization method to solve the above problems. SUMMARY

[0005] The present application provides a high-speed turnout switch structure and traction stroke optimization method to solve the above problems.

[0006] The application provides a high-speed turnout switch structure, which comprises straight basic rails, curved basic rails, straight points, curved points, a plurality of first fastener systems, a plurality of second fastener systems and a plurality of third fastener systems, the straight basic rails and the straight points have the same trend, the curved basic rails and the curved points have the same trend, the straight basic rails are non-parallel to the curved basic rails, the first fastener system is from the tip of the straight point to the fixed end of the straight point and from the tip of the curved point to the fixed end of the curved point, the first fastener system clamps the straight basic rails and the curved basic rails, the second fastener system is arranged from the fixed end of the straight point to the tail end of the straight point and from the fixed end of the curved point to the tail end of the curved point, the second fastener system clamps the straight basic rails, the curved basic rails, the straight points and the curved points, and the third fastener system is arranged from the tail end of the straight point to the tip of the straight point in reverse and from the tail end of the curved point to the tip of the curved point in reverse.

[0007] The insufficient space of the non-working side of the pair of second fastener systems closest to the fixed end of the straight point and the fixed end of the curved point is less than the insufficient space of the welding rib of the iron seat.

[0008] The high-speed turnout switch structure, as a preferred mode, the second fastener system comprises a second fastener system base plate, a second fastener system first iron seat, a second fastener system second iron seat, a second fastener system third iron seat and a second fastener system platform, the second fastener system platform and the second fastener system first iron seat are oppositely arranged on the top surface of the second fastener system base plate, the second fastener system second iron seat and the second fastener system third iron seat are oppositely arranged on the top surface of the second fastener system platform, the second fastener system first iron seat and the second fastener system platform side edge clamp the basic rails, the second fastener system second iron seat and the second fastener system third iron seat clamp the points, the side surface of the second fastener system platform clamping the basic rails is a stepped surface, the stepped surface is inwardly arranged from top to bottom along the opposite side edge of the second fastener system platform and the second fastener system first iron seat, the opposite side edge of the second fastener system platform and the second fastener system first iron seat is a straight line edge, and the outer side surface of the second fastener system second iron seat is an inclined surface structure inclined from top to bottom inwardly.

[0009] The high-speed turnout switch structure, as a preferred mode, the first fastener system comprises a first fastener system base plate, a first fastener system iron seat and a first fastener system platform, the first fastener system platform and the first fastener system first iron seat are oppositely arranged on the top surface of the first fastener system base plate, the first fastener system iron seat and the first fastener system platform side edge clamp the basic rails, the points are movably arranged on the top surface of the first fastener system platform, the side surface of the first fastener system platform clamping the basic rails is a stepped surface, the stepped surface is inwardly arranged from top to bottom along the opposite side edge of the first fastener system platform and the first fastener system iron seat, and the opposite side edge of the first fastener system platform and the first fastener system iron seat is provided with a tongue pressing notch.

[0010] As a preferred mode, the third fastener system comprises a third fastener system base plate, a third fastener system first iron base, a third fastener system second iron base, a third fastener system third iron base and a third fastener system fourth iron base, the third fastener system first iron base, the third fastener system second iron base, the third fastener system third iron base and the third fastener system fourth iron base are arranged on the top surface of the third fastener system base plate, the third fastener system first iron base and the third fastener system second iron base are arranged oppositely, and the third fastener system third iron base and the third fastener system fourth iron base are arranged oppositely.

[0011] As a preferred mode, the third fastener system second iron base and the third iron base are an integrated structure or a split structure.

[0012] As a preferred mode, the traction stroke optimization method of the high-speed turnout switch structure comprises the following steps:

[0013] S1, a high-speed turnout switch conversion prototype test platform is established;

[0014] S2, it is judged whether the turnout is provided with a roller sliding bed plate, if yes, step S3 is performed, and if not, step S4 is performed;

[0015] S3, the insufficient displacement reduction effect of installing the roller sliding bed plate and the sliding bed plate coated with lubricant is tested through the high-speed turnout switch conversion prototype test platform, if the insufficient displacement reduction effect of installing the roller sliding bed plate is greater than or equal to 10%, the roller sliding bed plate is installed, and otherwise, step S4 is performed;

[0016] S4, it is judged whether the turnout number is greater than or equal to 18, if yes, step S5 is performed, and if not, step S6 is performed;

[0017] S5, the insufficient displacement reduction effect of the switch rail pre-bending is tested through the high-speed turnout switch conversion prototype test platform, if the insufficient displacement reduction effect of the switch rail pre-bending is less than 10%, step S6 is performed, and otherwise, the switch rail is pre-bent and then step S6 is performed;

[0018] S6, it is judged whether the number of the switch rail fixed end gage plate is greater than or equal to 5, if yes, step S7 is performed, and if not, step S8 is performed;

[0019] S7, it is tested whether the insufficient displacement reduction effect of adjusting the fastener support spacing of the switch rail fixed end is less than 10% through the high-speed turnout switch conversion prototype test platform, if yes, step S8 is performed, and otherwise, the fastener support spacing of the switch rail fixed end is adjusted and then step S8 is performed;

[0020] S8, it is judged whether the distance from the last traction point of the switch rail to the fixed end is greater than or equal to 7000mm, if yes, step S9 is performed, and if not, step 14 is performed;

[0021] S9, according to the support distance value of the position of the last several slide bed plates at the rear part of the switch rail under the close state of the switch rail and the basic rail, determine the number n of the slide bed plates on which the pressing iron seat can be arranged, and then determine the maximum distance 600n mm of the forward movement of the fixed end of the switch rail;

[0022] S10, through the insufficient displacement reduction effect of the maximum distance of the forward movement of the fixed end of the switch rail in the high-speed switch rail conversion prototype test platform, if the insufficient displacement reduction effect when the fixed end of the switch rail moves a specified distance is less than 10%, step S11 is performed, otherwise, the length from the last traction point to the fixed end of the switch rail is reduced;

[0023] S11, based on the specified distance of the forward movement of the fixed end of the switch rail, the first fastener system corresponding to the number of the rear part of the switch rail in the switch structure is changed into the second fastener system, and the iron seat is arranged on the backing plate to press the switch rail;

[0024] S12, the traction force of the minimum wheel flange groove and the last traction point is simulated and calculated, a simulation analysis model of the switch rail conversion and a calculation method of the elastic deformation linear shape in the repulsion state are established, and the traction force of the optimized minimum wheel flange groove and the last traction point is checked;

[0025] S13, whether the traction force of the minimum wheel flange groove and the last traction point meets the requirements is judged, if the traction force of the minimum wheel flange groove and the last traction point both meet the requirements, step S14 is performed, if the traction force of the minimum wheel flange groove and the last traction point both do not meet the requirements, the fixed end of the switch rail is adjusted to move 600(n-1) mm, and step S10 is performed, if the traction force of the last traction point meets the requirements and the minimum wheel flange groove does not meet the requirements, the traction strokes of the traction points are matched and optimized, so that the minimum wheel flange groove meets the requirements while the traction force also meets the requirements, and the elastic deformation of the switch rail in the repulsion state is as coordinated as possible, if the traction force of the last traction point does not meet the requirements and the minimum wheel flange groove meets the requirements, the traction strokes of the traction points are matched and optimized, so that the traction force meets the requirements while the minimum wheel flange groove also meets the requirements, and the elastic deformation of the switch rail in the repulsion state is as coordinated as possible;

[0026] S14, optimization is completed.

[0027] The traction stroke optimization method of the high-speed switch rail switch structure provided by the application, as a preferred mode, the specific method for matching and optimizing the traction strokes of the traction points when the minimum wheel flange groove does not meet the requirements and the traction force of the last traction point meets the requirements in step S13 is to increase the traction strokes.

[0028] As a preferred mode, the specific method for matching and optimizing the traction stroke of each traction point in the case that the traction force of the last traction point in step S13 does not meet the requirement and the minimum wheel flange groove meets the requirement is to reduce the traction stroke.

[0029] The present application has the following advantages:

[0030] The present application can provide a basis and reference for the research and development of high-speed turnout with a speed of 400 km / h. In further work, a new type of high-speed turnout is planned to be trial-produced based on the optimized design scheme, indoor conversion tests are carried out and field tests are carried out, the conversion performance and actual use state of the new type of turnout are evaluated, and the rationality of the optimized design is verified. BRIEF DESCRIPTION OF DRAWINGS

[0031] Figure 1 It is a schematic diagram of a high-speed turnout switch structure;

[0032] Figure 2 It is a schematic diagram of a second fastener system of a high-speed turnout switch structure;

[0033] Figure 3 It is a schematic diagram of a first fastener system of a high-speed turnout switch structure;

[0034] Figure 4 It is a schematic diagram of a third fastener system of a high-speed turnout switch structure;

[0035] Figure 5 It is a flowchart of a traction stroke optimization method of a high-speed turnout switch structure.

[0036] REFERENCE SIGNS:

[0037] 1, straight basic rail; 2, curved basic rail; 3, straight point rail; 4, curved point rail; 5, first fastener system; 51, first fastener system base plate; 52, first fastener system iron seat; 53, first fastener system table plate; 6, second fastener system; 61, second fastener system base plate; 62, second fastener system first iron seat; 63, second fastener system second iron seat; 64, second fastener system third iron seat; 65, second fastener system table plate; 7, third fastener system; 71, third fastener system base plate; 72, third fastener system first iron seat; 73, third fastener system second iron seat; 74, third fastener system third iron seat; 75, third fastener system fourth iron seat. DETAILED DESCRIPTION

[0038] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, not all the embodiments. Embodiment 1

[0039] like Figure 1 As shown, a high-speed turnout switch structure includes a straight base rail 1, a curved base rail 2, a straight switch rail 3, a curved switch rail 4, several first fastening systems 5, several second fastening systems 6, and several third fastening systems 7. The straight base rail 1 and the straight switch rail 3 have the same direction, and the curved base rail 2 and the curved switch rail 4 have the same direction. The straight base rail 1 and the curved base rail 2 are not parallel. The first fastening systems 5 extend from the tip of the straight switch rail 3 to its fixed end and from the tip of the curved switch rail 4 to its fixed end, fastening the straight base rail 1 and the curved base rail 2. The second fastening systems 6 are located from the fixed end of the straight switch rail 3 to its base end and from the fixed end of the curved switch rail 4 to its base end, fastening the straight base rail 1, the curved base rail 2, the straight switch rail 3, and the curved switch rail 4. The third fastening systems 7 are located from the base end of the straight switch rail 3 to its tip in the opposite direction and from the base end of the curved switch rail 4 to its tip in the opposite direction.

[0040] The insufficient space on the non-working side of the pair of second fastening systems 6 closest to the fixed ends of the straight tip rail 3 and the curved tip rail 4 is smaller than the insufficient space of the weld bead of the iron seat.

[0041] like Figure 2 As shown, the second fastening system 6 includes a second fastening system base plate 61, a second fastening system first iron base 62, a second fastening system second iron base 63, a second fastening system third iron base 64, and a second fastening system platform 65. The second fastening system platform 65 and the second fastening system first iron base 62 are disposed opposite to each other on the top surface of the second fastening system base plate 61. The second fastening system second iron base 63 and the second fastening system third iron base 64 are disposed opposite to each other on the top surface of the second fastening system platform 65. The basic rail is fastened to the side of the fastening system platform 65, the second iron seat 63 of the second fastening system and the third iron seat 64 of the second fastening system fasten the tip rail. The side of the basic rail fastened to the platform 65 of the second fastening system is a stepped surface. The stepped surface is set from top to bottom and inward along the opposite side of the platform 65 of the second fastening system and the first iron seat 62 of the second fastening system. The opposite side of the platform 65 of the second fastening system and the first iron seat 62 of the second fastening system is a straight side. The outer side of the second iron seat 63 of the second fastening system is an inclined surface structure that slopes from top to bottom and inward.

[0042] like Figure 3As shown, the first fastener system 5 includes a first fastener system base plate 51, a first fastener system iron seat 52, and a first fastener system platform 53, the first fastener system platform 53 and the first fastener system 5 first iron seat are oppositely arranged on the top surface of the first fastener system base plate 51, the first fastener system iron seat 52 and the first fastener system platform 53 side edge buckle the basic rail, the frog is movably arranged on the top surface of the first fastener system platform 53, the side of the first fastener system platform 53 buckling the basic rail is a stepped surface, the stepped surface is arranged from top to bottom and inward along the opposite side of the first fastener system platform 53 to the first fastener system iron seat 52, and the opposite side of the first fastener system platform 53 to the first fastener system iron seat 52 is provided with a tongue pressing notch.

[0043] As shown in the figure, Figure 4 As shown, the third fastener system 7 includes a third fastener system base plate 71, a third fastener system first iron seat 72, a third fastener system second iron seat 73, a third fastener system third iron seat 74, and a third fastener system fourth iron seat 75, the third fastener system first iron seat 72, the third fastener system second iron seat 73, the third fastener system third iron seat 74, and the third fastener system fourth iron seat 75 are arranged on the top surface of the third fastener system base plate 71, the third fastener system first iron seat 72 and the third fastener system second iron seat 73 are oppositely arranged, and the third fastener system third iron seat 74 and the third fastener system fourth iron seat 75 are oppositely arranged.

[0044] As shown in the figure, Figure 5 A method for optimizing the traction stroke of a high-speed switch structure, comprising the following steps:

[0045] S1, a high-speed switch frog conversion prototype test platform is established;

[0046] S2, it is judged whether the switch is provided with a roller sliding bed plate, if yes, step S3 is performed, otherwise step S4 is performed;

[0047] S3, the insufficient displacement reduction effect of installing a roller sliding bed plate and sliding bed plate coating lubricant on the high-speed switch frog conversion prototype test platform is tested, if the insufficient displacement reduction effect of installing a roller sliding bed plate is ≥10%, the roller sliding bed plate is installed, otherwise step S4 is performed;

[0048] S4, it is judged whether the switch number is ≥18, if yes, step S5 is performed, otherwise step S6 is performed;

[0049] S5, the insufficient displacement reduction effect of frog pre-bending is tested on the high-speed switch frog conversion prototype test platform, if the insufficient displacement reduction effect of frog pre-bending is <10%, step S6 is performed; otherwise, after the frog is pre-bent, step S6 is performed;

[0050] S6, judge whether the number of the pressed gage plate at the fixed end of the switch rail is greater than or equal to 5, if yes, proceed to step S7, otherwise proceed to step S8;

[0051] S7, judge whether the insufficient displacement reduction effect of the support distance of the fastener at the fixed end of the switch rail is less than 10% through the high-speed switch rail conversion prototype test platform, if yes, proceed to step S8, otherwise adjust the support distance of the fastener at the fixed end of the switch rail and then proceed to step S8;

[0052] S8, judge whether the distance from the last traction point of the switch rail to the fixed end is greater than or equal to 7000mm, if yes, proceed to step S9, otherwise proceed to step 14;

[0053] S9, determine the number n of the gage plate on which the pressed iron seat can be set according to the support distance value of the last several gage plates at the rear part of the switch rail under the condition that the switch rail and the basic rail are closely attached, and then determine the maximum distance 600n mm of the forward movement of the fixed end of the switch rail;

[0054] S10, judge the insufficient displacement reduction effect of the maximum distance of the forward movement of the fixed end of the switch rail through the high-speed switch rail conversion prototype test platform, if the insufficient displacement reduction effect of the fixed end of the switch rail when the specified distance is moved forward is less than 10%, proceed to step S11, otherwise reduce the length from the last traction point of the switch rail to the fixed end;

[0055] S11, change the first fastener system 5 at the rear part of the switch rail in the switch structure into the second fastener system 6 based on the specified distance of the forward movement of the fixed end of the switch rail, and press the switch rail by setting the iron seat on the gage plate;

[0056] S12, simulate and calculate the traction force of the minimum wheel flange groove and the last traction point, establish the switch rail conversion simulation analysis model and the calculation method of the elastic deformation linear shape in the repulsion state, and check the traction force of the optimized minimum wheel flange groove and the last traction point;

[0057] S13, judge whether the traction force of the minimum wheel flange groove and the last traction point meets the requirements, if the traction force of the minimum wheel flange groove and the last traction point both meet the requirements, proceed to step S14, if the traction force of the minimum wheel flange groove and the last traction point both do not meet the requirements, adjust the forward movement of the fixed end of the switch rail by 600(n-1) mm and proceed to step S10, if the traction force of the last traction point meets the requirements while the minimum wheel flange groove does not meet the requirements, match and optimize the traction stroke of each traction point so that the minimum wheel flange groove meets the requirements while the traction force also meets the requirements, and the elastic deformation of the switch rail in the repulsion state is as coordinated as possible, if the traction force of the last traction point does not meet the requirements while the minimum wheel flange groove meets the requirements, match and optimize the traction stroke of each traction point so that the traction force meets the requirements while the minimum wheel flange groove also meets the requirements, and the elastic deformation of the switch rail in the repulsion state is as coordinated as possible;

[0058] S14, optimization is completed.

[0059] In this embodiment, a No. 18 high-speed switch rail transition prototype test platform is established, and the influence mechanism and characteristics of the rail insufficient displacement caused by the rail pre-bending, the movable section length of the rail, the fastener support distance of the fixed end of the rail, the friction coefficient of the slide plate, and the roller height are studied through system test.

[0060] The above test can consider using methods such as rail pre-bending, reducing the movable section length, reducing the fastener support distance of the fixed end, coating lubricant on the slide plate, and adjusting the roller height to control and reduce the rail insufficient displacement.

[0061] Rail pre-bending can effectively reduce the rail insufficient displacement, and the existing design pre-bending can reduce the rail insufficient displacement by more than 30%.

[0062] Shortening the movable section length of the rail can reduce the rail insufficient displacement, but at the same time, it will cause the reduction of the minimum wheel flange groove width of the switch and the increase of the third traction point pulling force. The minimum wheel flange groove of the rail and the pulling force of the last traction point are the control factors of shortening the movable section length of the rail.

[0063] After adjusting the support distance values of all fasteners at the fixed end within a small range, the rail insufficient displacement changes little. When only the support distance value of the first group of fasteners at the fixed end is reduced, the insufficient displacement within 1200 mm near the fixed end of the rail decreases slightly, and the insufficient displacement of the remaining part changes little.

[0064] Measures such as installing rollers or coating lubricant on the slide plate to reduce the friction coefficient between the rail and the slide plate can effectively reduce the pulling force and insufficient displacement of the rail. After implementing the friction reduction measures, the pulling force is reduced by about 30%, and the insufficient displacement is reduced by more than 20%.

[0065] Changing the roller height has little effect on the rail insufficient displacement, but the roller height should not be too low to prevent the pulling force and insufficient displacement from increasing sharply during the transition process due to the failure of the roller.

[0066] Considering system matching design, manufacturing process, and electrical and mechanical combination requirements, the method of reducing the movable section length of the rail is considered to control and reduce the insufficient displacement. It is recommended to move the fixed end of the rail forward by 600 mm (1 sleeper span) to reduce the distance from the third traction point to the fixed end to 7465 mm, which can reduce the maximum rail insufficient displacement by 8.6%. At the same time, there is still space between the rail and the basic rail to set up an iron seat to press the rail.

[0067] In order to move the fixed end of the rail forward by 600 mm, the last slide plate of the rail needs to be modified to a fixed pad, and an iron seat is set up on the pad to press the rail.

[0068] Under the condition of the existing 350km / h high-speed turnout line type, after the fixed end is moved forward, the support distance between the point rail and the stock rail is too small. When the ordinary iron seat is used, the insufficient space on the non-working side of the straight and curved point rail is 9mm, and the insufficient space considering the iron seat welding reinforcement is 14mm. The insufficient space on the working side of the straight and curved point rail is 5mm, and the insufficient space considering the iron seat welding reinforcement is 10mm. Therefore, special design of the iron seat is needed to achieve the clamping of the point rail in the limited space.

[0069] In addition, if the fixed end is moved forward by 1200mm (2 sleeper spans), the support distance between the point rail and the stock rail is further reduced, and the insufficient space will reach nearly 25mm when the ordinary iron seat is used. Based on the special design of the ordinary iron seat, the structure stress is not reasonable, and the strength of the iron seat welding reinforcement may be insufficient, which cannot meet the actual application requirements. This is one of the important reasons why the fixed end of the point rail is recommended to move forward by only 600mm (1 sleeper span).

[0070] Based on the above considerations, the two iron pads (the last piece of slide bed plate of straight and curved point rail) of 34# turnout sleeper are redesigned:

[0071] (1) The size of the bottom plate remains unchanged, 2 iron seat clamping point rails are set above the slide bed platform, the non-working edge of the iron seat is designed as an inclined surface, and the width of the bottom is reduced to adapt to the limited space on the slide bed platform.

[0072] (2) The same specification elastic clamp is still used to clamp the stock rail, and the gap at the tongue position of the slide bed platform is cancelled.

[0073] Further, according to the results of the high-speed turnout point rail conversion test, after the length of the movable section of the point rail is shortened, the minimum wheel flange groove will also be reduced, which may affect the safety of train passing through the turnout. Therefore, by changing the traction stroke, the minimum wheel flange groove can be adjusted. Therefore, this section optimizes the traction stroke after the length of the movable section of the high-speed turnout point rail is reduced.

[0074] Table 1 Point rail characteristic cross section

[0075]

[0076] Firstly, a high-speed turnout conversion calculation model is established based on the finite element theory to obtain the elastic deformation line shape of the point rail in the repulsion state. Solid elements are used to simulate the point rail, the material density is taken as 7850kg / m3, the elastic modulus is taken as 2.1×1011Pa, and the Poisson's ratio is taken as 0.3. The spatial variable cross-section characteristics of the point rail are fully considered, and each characteristic cross-section of the point rail is introduced from the tip of the point rail to the whole rail head section, as shown in Table 1. The spatial transition between the special-shaped characteristic cross-sections is realized by interpolation method.

[0077] The heel of the switch rail is set as a fixed constraint, and the influence of friction during the switch rail pulling process is fully considered. A spring unit is used to simulate the friction force on the switch rail rear end fastener system and the switch rail conversion process. The lateral stiffness of the fastener system is valued, the friction force is applied as a uniform load, the mass of the switch rail is taken as 70 kg / m, and the friction coefficient is taken as 0.25. Then the friction force is 175 N / m.

[0078] When the switch rail is in repulsion state, a lateral displacement load equal to the preset stroke is applied at each traction point position.

[0079] Based on the simulation calculation, the lateral displacement distribution curve of the switch rail in the repulsion state can be obtained . Among them is the longitudinal position coordinate of the switch rail, is the lateral displacement of the switch rail at different positions. In order to facilitate subsequent analysis, it is discretized. The switch rail is equally divided into sections along the longitudinal direction, so there are nodes, and the position coordinates of each node are , respectively. Then the lateral displacement of each node is .

[0080] Based on the design scheme, the linear of the switch rail in the close state can be obtained. The same method is used for discretization processing of the switch rail, and the longitudinal position coordinates of each node of the switch rail in the close state are obtained , and the corresponding lateral position coordinates are . Respectively for each discrete node , based on the lateral position coordinates of the switch rail in the close state and the displacement change after repulsion, the lateral position coordinates of the switch rail in the repulsion state are calculated by formula (1) .

[0081] (1)

[0082] Based on the position coordinates of each discrete node of the switch rail in the repulsion state , B-spline function is used for fitting, and the linear of the switch rail in the repulsion state is obtained .

[0083] Based on the above established elastic deformation linear calculation method of the switch rail in the repulsion state, the traction point stroke of the new type of high-speed turnout is optimized and designed.

[0084] Firstly, the switch rail conversion characteristics under the condition of the existing high-speed turnout design scheme are calculated, the minimum wheel flange groove is 67.21 mm, and the maximum pulling force of the third traction point is 1236 N.

[0085] After the optimization of the structure of the high-speed switch machine, the length of the movable section of the frog is shortened by 600 mm, and the dynamic range of each traction point is maintained as the original design, as shown in Table 2. This condition is set as working condition one.

[0086] Table 2 Initial design scheme of traction dynamic range

[0087]

[0088] The calculated transverse displacement distribution curve of the frog repulsion state shows that the deformation of the frog is not coordinated to some extent, and there is a slight bulging phenomenon at the third traction point position. The third traction point pulling force increases relative to the existing high-speed switch, reaching 1610N, but still meets the standard requirements. However, the minimum wheel flange groove is only 65.33mm, which is close to the limit of 65mm, and there is no safety margin. When the train passes through the switch, the risk of wheel back contact with the non-working edge of the frog increases.

[0089] According to the general design principles of railway switches, the dynamic range of the first traction point is fixed at 160mm. Therefore, only the dynamic range of the second and third traction points is optimized to meet the requirements of the minimum wheel flange groove and traction force. First, keep the dynamic range of the second traction point unchanged, and only increase the dynamic range of the third traction point from 71mm to 75mm. This condition is set as working condition two, and the calculated transverse displacement distribution curve of the frog repulsion state shows that the frog deformation is further aggravated, and the bulging phenomenon at the third traction point position is more obvious. Under long-term service conditions, it may lead to poor frog alignment and poor adhesion with the basic rail. The minimum wheel flange groove of the frog increases to 68.15mm, and the third traction point pulling force increases to 1991N, both of which can meet the requirements.

[0090] In order to alleviate the problem of uneven deformation of the frog in working condition two, the dynamic range of the second traction point is increased from the original 118mm to 124mm under the condition that the dynamic range of the first traction point remains unchanged and the dynamic range of the third traction point remains 75mm. This condition is set as working condition three, and the calculated transverse displacement distribution curve of the frog repulsion state shows that the problem of frog deformation is effectively improved. Due to the reverse bending action of the frog, the minimum wheel flange groove is slightly smaller than that in working condition two, decreasing to 67.15mm, which is basically the same as the minimum wheel flange groove of the frog in the repulsion state of the existing high-speed switch, and has a certain safety margin. The third traction point pulling force is the largest, but it is reduced to 1532N compared to working condition two, which meets the requirements.

[0091] In conclusion, in the embodiment, after the structure of the new high-speed turnout switch is optimized, it is suggested that the first traction point dynamic stroke remains unchanged, the second traction point dynamic stroke is increased from 118 mm to 124 mm, and the third traction point dynamic stroke is increased from 71 mm to 75 mm, which can ensure that the minimum wheel flange groove meets the requirements and has the same safety margin as the existing high-speed turnout, and the deformation coordination of the frog is improved, which is conducive to improving the long-term service state and service life of the frog, and the traction force of the third traction point is slightly increased compared with the existing high-speed turnout, but is still far less than the limit requirement.

[0092] The specific method for matching and optimizing the traction strokes of the traction points in the case that the minimum wheel flange groove does not meet the requirements and the traction force of the last traction point meets the requirements in step S13 is to increase the traction strokes.

[0093] The specific method for matching and optimizing the traction strokes of the traction points in the case that the traction force of the last traction point does not meet the requirements and the minimum wheel flange groove meets the requirements in step S13 is to decrease the traction strokes.

[0094] The second iron seat 73 and the third iron seat 74 of the third fastener system are in an integrated structure or a split structure.

[0095] The above is only a preferred specific embodiment of the present application, but the protection scope of the present application is not limited thereto, any person skilled in the art can make equivalent replacement or change according to the technical solution and the inventive concept of the present application within the technical range disclosed by the present application, which should be covered in the protection scope of the present application.

Claims

1. A high speed switch structure, characterized in that: The application relates to a rail system, which comprises a straight basic rail (1), a curved basic rail (2), a straight pointed rail (3), a curved pointed rail (4), a plurality of first fastener systems (5), a plurality of second fastener systems (6) and a plurality of third fastener systems (7), the straight basic rail (1) and the straight pointed rail (3) have the same direction, the curved basic rail (2) and the curved pointed rail (4) have the same direction, the straight basic rail (1) is not parallel to the curved basic rail (2), the first fastener system (5) is arranged from the pointed end of the straight pointed rail (3) to the fixed end of the straight pointed rail (3) and from the pointed end of the curved pointed rail (4) to the fixed end of the curved pointed rail (4), the first fastener system (5) is used for clamping the straight basic rail (1) and the curved basic rail (2), the second fastener system (6) is arranged from the fixed end of the straight pointed rail (3) to the tail end of the straight pointed rail (3) and from the fixed end of the curved pointed rail (4) to the tail end of the curved pointed rail (4), the second fastener system (6) is used for clamping the straight basic rail (1), the curved basic rail (2), the straight pointed rail (3) and the curved pointed rail (4), the third fastener system (7) is arranged from the tail end of the straight pointed rail (3) to the pointed end of the straight pointed rail (3) in reverse and from the tail end of the curved pointed rail (4) to the pointed end of the curved pointed rail (4) in reverse. The insufficient space of a pair of the second fastener systems (6) on the non-working side of the fixed end of the straight pointed rail (3) and the fixed end of the curved pointed rail (4) is smaller than the insufficient space of the iron seat welding rib. The second fastener system (6) comprises a second fastener system base plate (61), a second fastener system first iron seat (62), a second fastener system second iron seat (63), a second fastener system third iron seat (64) and a second fastener system table plate (65), the second fastener system table plate (65) and the second fastener system first iron seat (62) are oppositely arranged on the top surface of the second fastener system base plate (61), the second fastener system second iron seat (63) and the second fastener system third iron seat (64) are oppositely arranged on the top surface of the second fastener system table plate (65), the second fastener system first iron seat (62) and the second fastener system table plate (65) are used for clamping the basic rail on the side edges, the second fastener system second iron seat (63) and the second fastener system third iron seat (64) are used for clamping the pointed rail, the side surface of the second fastener system table plate (65) clamping the basic rail is a stepped surface, the stepped surface is arranged from top to bottom and inward along the opposite side edge of the second fastener system table plate (65) to the second fastener system first iron seat (62), the opposite side edge of the second fastener system table plate (65) to the second fastener system first iron seat (62) is a straight line edge, and the outer side surface of the second fastener system second iron seat (63) is a slope structure which is inclined from top to bottom and inward.

2. A high-speed switch structure according to claim 1, characterized in that: The first fastener system (5) includes a first fastener system base plate (51), a first fastener system iron seat (52), and a first fastener system platform (53). The first fastener system platform (53) and the first fastener system (5) first iron seat are oppositely arranged on the top surface of the first fastener system base plate (51). The first fastener system iron seat (52) and the first fastener system platform (53) side edge buckle the basic rail. The frog rail is movably arranged on the top surface of the first fastener system platform (53). The side of the first fastener system platform (53) buckling the basic rail is a stepped surface. The stepped surface is inwardly arranged from top to bottom along the opposite side of the first fastener system platform (53) to the first fastener system iron seat (52). The opposite side of the first fastener system platform (53) to the first fastener system iron seat (52) is provided with a tongue pressing notch.

3. A high speed switch structure according to claim 1, characterized in that: The third fastener system (7) includes a third fastener system base plate (71), a third fastener system first iron seat (72), a third fastener system second iron seat (73), a third fastener system third iron seat (74), and a third fastener system fourth iron seat (75). The third fastener system first iron seat (72), the third fastener system second iron seat (73), the third fastener system third iron seat (74), and the third fastener system fourth iron seat (75) are arranged on the top surface of the third fastener system base plate (71). The third fastener system first iron seat (72) and the third fastener system second iron seat (73) are oppositely arranged. The third fastener system third iron seat (74) and the third fastener system fourth iron seat (75) are oppositely arranged.

4. The method of claim 1, wherein: The method comprises the following steps: S1, establishing a high-speed switch frog rail conversion prototype test platform; S2, judging whether the switch is provided with a roller sliding bed plate. If yes, step S3 is performed. If not, step S4 is performed; S3, testing the insufficient displacement reduction effect of the roller sliding bed plate and the sliding bed plate coated with lubricant through the high-speed switch frog rail conversion prototype test platform. If the insufficient displacement reduction effect of the roller sliding bed plate is ≥10%, the roller sliding bed plate is installed. Otherwise, step S4 is performed; S4, judging whether the switch number is ≥18. If yes, step S5 is performed. If not, step S6 is performed; S5, testing the insufficient displacement reduction effect of the frog rail pre-bending through the high-speed switch frog rail conversion prototype test platform. If the insufficient displacement reduction effect of the frog rail pre-bending is <10%, step S6 is performed. Otherwise, the frog rail is pre-bent, and then step S6 is performed; S6, judging whether the number of the frog rail fixed end gasket plates is ≥5. If yes, step S7 is performed. If not, step S8 is performed; S7, testing whether the insufficient displacement reduction effect of the adjustment of the frog rail fixed end fastener support distance is <10% through the high-speed switch frog rail conversion prototype test platform. If yes, step S8 is performed. Otherwise, the adjustment of the frog rail fixed end fastener support distance is performed, and then step S8 is performed; S8, judging whether the distance from the last 1 traction point of the frog rail to the fixed end is ≥7000mm. If yes, step S9 is performed. If not, step 14 is performed; S9, determine the number of the slide bed plates n that can be provided with the pressing iron seat according to the support distance value of the position of the last several slide bed plates at the rear part of the switch rail under the condition that the switch rail and the basic rail are closely attached, and further determine the maximum distance 600n mm of the forward movement of the fixed end of the switch rail; S10, reduce the insufficient displacement of the maximum distance of the forward movement of the fixed end of the switch rail through the insufficient displacement reduction effect of the high-speed switch rail conversion prototype test platform, if the insufficient displacement reduction effect of the fixed end of the switch rail moving a specified distance is <10%, proceed to step S11, otherwise, reduce the length of the last traction point to the fixed end of the switch rail; S11, change the first fastener system (5) corresponding to the number of the switch rail rear part in the switch structure to the second fastener system (6) based on the specified distance of the forward movement of the fixed end of the switch rail, and set the iron seat on the backing plate to press the switch rail; S12, simulate and calculate and check the traction force of the minimum wheel flange groove and the last traction point, establish the switch rail conversion simulation analysis model and the calculation method of the elastic deformation linear shape in the repulsion state, and check the traction force of the optimized minimum wheel flange groove and the last traction point; S13, determine whether the traction force of the minimum wheel flange groove and the last traction point meets the requirements, if both the traction force of the minimum wheel flange groove and the last traction point meet the requirements, proceed to step S14, if both the traction force of the minimum wheel flange groove and the last traction point do not meet the requirements, adjust the forward movement of the fixed end of the switch rail by 600(n-1) mm, and proceed to step S10, if the traction force of the last traction point meets the requirements and the minimum wheel flange groove does not meet the requirements, match and optimize the traction stroke of each traction point to make the minimum wheel flange groove meet the requirements while the traction force also meets the requirements, and make the elastic deformation of the switch rail in the repulsion state as coordinated as possible, if the traction force of the last traction point does not meet the requirements and the minimum wheel flange groove meets the requirements, match and optimize the traction stroke of each traction point to make the traction force meet the requirements while the minimum wheel flange groove also meets the requirements, and make the elastic deformation of the switch rail in the repulsion state as coordinated as possible; S14, complete the optimization.

5. A method of optimizing the traction throw of a high speed switch according to claim 4, wherein: The specific method of matching and optimizing the traction stroke of each traction point in the case that the minimum wheel flange groove does not meet the requirements and the traction force of the last traction point meets the requirements in step S13 is to increase the traction stroke.

6. A method of optimizing the traction throw of a high speed switch according to claim 4, wherein: The specific method of matching and optimizing the traction stroke of each traction point in the case that the traction force of the last traction point does not meet the requirements and the minimum wheel flange groove meets the requirements in step S13 is to reduce the traction stroke.

7. A high speed switch structure according to claim 3, characterized in that: The third fastener system second iron seat (73) and the third fastener system third iron seat (74) are an integral structure or a split structure.

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