A method for optimizing the matching relationship between a heart rail and a wing rail

Abstract

This invention discloses a method for optimizing the matching relationship between the frog rail and the wing rail, comprising the following steps: S1, establishing a vehicle-turnout coupled dynamics simulation analysis model to obtain the wheel center of gravity fluctuation curve when a train passes through an existing high-speed turnout; S2, designing the wing rail lifting curve in reverse based on the wheel center of gravity fluctuation curve; S3, calculating the lifting amount of the wing rail at each frog rail characteristic section position based on the wing rail lifting curve; S4, calculating the optimized reduction value; S5, obtaining the optimized frog rail longitudinal slope curve based on the reduction value; S6, evaluating the optimized frog rail-wing rail matching relationship based on statics and dynamics respectively; S7, determining the frog rail-wing rail manufacturing method based on the optimized frog rail-wing rail top longitudinal slope curve. This invention can reduce or eliminate structural irregularities in the frog area of ​​high-speed turnouts; reduce the wheel-rail impact when a train passes through the frog area at high speed; and help improve the service life of wheels and rail components.

Description

Technical Field

[0001] This invention relates to the field of railways, and in particular to a method for optimizing the matching relationship between the center rail and the wing rail. Background Technology

[0002] When a train passes through the frog area at high speed, the wheel center of gravity drops due to the decrease in the rolling circle radius in the wheel load transition zone, and the wheel impacts the frog rail at a certain speed, resulting in a vertical impact dynamic load [3]. When the speed increases, the wheel load reduction rate and the fluctuation of the wheel-rail vertical force in the frog area will further increase. On the one hand, this may increase the rate of fatigue crack development at the frog rail head. On the other hand, the increase in the wheel load reduction rate may lead to the need to limit the speed of the train when passing through the frog area under strong wind conditions. Therefore, the 400km / h high-speed turnout first needs to consider improving the smoothness of the frog area and reducing the impact load in the wheel load transition zone.

[0003] When high-speed trains pass through the frog area of ​​high-speed turnouts, the wheel's center of gravity drops as it transfers from the wing rail to the frog, resulting in a vertical impact on the frog. As train speeds increase, this wheel-rail impact intensifies, significantly affecting the wheels and rail components. Therefore, minimizing and avoiding this wheel-rail impact is crucial in the development of 400 km / h high-speed turnouts.

[0004] A method for optimizing the matching relationship between the center rail and the wing rail is needed to solve the above problems. Summary of the Invention

[0005] This invention addresses the problem in existing technologies where, during the transfer of wheels from the wing rail to the frog section of a high-speed turnout, the wheel's center of gravity drops, resulting in a vertical impact on the frog. As train speeds increase, this wheel-rail impact intensifies, significantly affecting the wheels and rail components. This invention provides a method for optimizing the matching relationship between the frog and wing rails. By optimizing the structure, it reduces the wheel-rail impact when trains pass through the frog at high speeds, thus solving the problem in existing technologies.

[0006] This invention provides a method for optimizing the matching relationship between the wing track and the center track, comprising the following steps:

[0007] S1. Establish a vehicle-turnout coupled dynamics simulation analysis model to obtain the wheel centroid fluctuation curve when the train passes through an existing high-speed turnout.

[0008] S2. Design the wing rail lifting curve in reverse based on the wheel center of gravity fluctuation curve;

[0009] S3. Based on the wing rail lifting curve, calculate the lifting amount Δd of the wing rail at each characteristic section position of the wing rail. i , where i is the section number of the orbital feature section;

[0010] S4. Calculate the optimized reduction value d. i The formula is as follows:

[0011] d i '=d i -Δd i ;

[0012] Where d i The original reduction values ​​for each characteristic section of the track;

[0013] S5, according to d i 'The optimized longitudinal slope curve of the heart track is obtained;'

[0014] S6. Evaluate the optimized heart track-wing track matching relationship based on statics and dynamics respectively;

[0015] S7. Based on the optimized longitudinal slope curve of the top of the center rail and the wing rail, determine the manufacturing method of the center rail and the wing rail.

[0016] The method for optimizing the matching relationship between the wing track and the center track according to the present invention, as a preferred embodiment, specifically includes step S6 as follows:

[0017] S61. The vehicle passes through the optimized high-speed turnout frog at a speed of 5 km / h in the vehicle-turnout coupled dynamics simulation analysis model, and the wheel centroid fluctuation curve is obtained.

[0018] S62. Determine whether the optimized centroid descent amplitude is less than or equal to 30% of the original centroid descent amplitude. If yes, proceed to step S63; otherwise, proceed to step S2 based on the optimized centroid fluctuation curve.

[0019] S63. The vehicle passes through the optimized high-speed turnout frog at a speed of 400 km / h in the vehicle-turnout coupled dynamics simulation analysis model.

[0020] S64. Determine whether the optimized wheel-rail impact force is greater than 70% of the original turnout wheel-rail impact force. If yes, proceed to step S2 based on the optimized centroid fluctuation curve; otherwise, proceed to step S7.

[0021] The method for optimizing the matching relationship between the wing track and the center track according to the present invention, as a preferred embodiment, includes the following steps in step S7:

[0022] S71. Establish a high-speed turnout frog test platform and adjust the thickness of the pad plate to make the wing rail bend naturally.

[0023] S72. Determine whether the bending rate of the wing rail can meet the setting requirements of the wing rail lifting curve under the condition of fastener tightening. If yes, then take the natural bending method of the wing rail as the final wing rail lifting method and proceed to step S76; otherwise, proceed to step S73.

[0024] S73. Based on the wing rail lifting curve, the wing rail is machined and then the frog is assembled.

[0025] S74. Determine whether the deviation between the longitudinal slope curve of the wing rail in the wheel load transition zone after the frog assembly and the design curve is less than or equal to 20%. If yes, then use the method of machining the wing rail first and then assembling the frog as the final wing rail lifting method and proceed to step S76; otherwise, proceed to step S75.

[0026] S75. The method of first assembling the frog, then raising the wing rail as a whole by adjusting the thickness of the pads; and finally raising the wing rail by machining the longitudinal slope curve of the wheel load transition zone after frog assembly.

[0027] S76. Method for achieving output wing rail lifting during the manufacturing process.

[0028] The method for optimizing the matching relationship between the wing track and the center track described in this invention, as a preferred embodiment, includes the following specific method in step S2:

[0029] By reverse-engineering the wheel center of gravity fluctuation curve, the theoretical wing rail lifting curve is designed to compensate for the fluctuation of the wheel center of gravity, thereby reducing the slope or fluctuation range of the center of gravity fluctuation curve when the vehicle passes through the frog. Combined with the frog sleeper number, the actual wing rail lifting curve is determined, and the wing rail lifting amount Δd at different frog sleeper positions is given. j , where j represents the fork sleeper number.

[0030] The method for optimizing the matching relationship between the center rail and the wing rail described in this invention, as a preferred method, specifically involves obtaining the wheel centroid fluctuation curve when the train passes through an existing high-speed turnout in step S1 by setting the vehicle to pass through the turnout area of ​​the high-speed turnout at a speed of 5 km / h.

[0031] The beneficial effects of this invention are as follows:

[0032] (1) It can reduce or eliminate structural irregularities in the frog area of ​​high-speed turnouts;

[0033] (2) It can reduce the wheel-rail impact when the train passes through the turnout frog area at high speed; it is beneficial to improve the service life of the wheels and rail components.

[0034] (3) Provide structural solutions for 400km / h high-speed turnouts. Attached Figure Description

[0035] Figure 1 This is a schematic diagram of a method for optimizing the matching relationship between the center track and the wing track. Detailed Implementation

[0036] 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.

[0037] Example 1

[0038] like Figure 1 As shown, a method for optimizing the matching relationship between the wing track and the center track includes the following steps:

[0039] S1. Calculate and obtain the wheel centroid fluctuation curve when the train passes through the existing high-speed turnout.

[0040] A vehicle-turnout coupled dynamics simulation analysis model was established. The vehicle was set to pass through the frog area of ​​a high-speed turnout at a speed of 5 km / h, and the wheel center of mass fluctuation curves under different lateral displacement conditions were calculated and obtained.

[0041] S2, Reverse design of wing rail lift curve.

[0042] Based on the wheel center of gravity fluctuation curve obtained from S1, the theoretical wing rail lifting curve is designed in reverse. From a static perspective, this compensates for the fluctuation of the wheel center of gravity, ensuring that the center of gravity fluctuation curve is as horizontal and straight as possible when the vehicle passes through the frog, thus eliminating center of gravity fluctuation. Based on the theoretical wing rail lifting curve, and for ease of design and manufacturing, an actual wing rail lifting curve is developed in conjunction with the turnout sleeper number, providing the wing rail lifting amount Δd at different turnout sleeper positions. j j represents the turnout sleeper number.

[0043] S3, Following the design of the longitudinal slope

[0044] After the wing rail is raised, if the frog rail remains unchanged, the lowering value of the frog rail relative to the wing rail will increase, causing the wheel load transition position to shift backward, the wheel lateral movement duration to lengthen, and the lateral impact on the wing rail to increase. Simultaneously, it will cause a new downward fluctuation in the wheel's center of gravity. After years of operational testing, the lowering value relationship between the frog rail and wing rail of existing high-speed turnouts is relatively good. The frog rail is less prone to damage while the lateral impact is also minimal. Therefore, when the wing rail is raised, the frog rail is also designed to be raised accordingly. This can mitigate the vertical impact while maintaining the original wheel load transition characteristics. The specific steps are as follows:

[0045] Based on the wing rail lift curve, the lift Δd of the wing rail at each characteristic section position of the wing rail is calculated. i , where i represents the section number of the orbital feature section.

[0046] S4, the original reduction value of each characteristic section of the track is d i The optimized reduction value d i 'Calculate using the following formula:'

[0047] d i '=d i-Δd i .

[0048] S5, based on d i 'The optimized longitudinal slope curve of the heart track is obtained.'

[0049] S6. Evaluation of the optimized heart-wing rail matching relationship

[0050] The optimized center-wing track-wing track matching relationship was evaluated based on both static and dynamic factors, and the specific steps are as follows:

[0051] Quasi-static evaluation:

[0052] The vehicle passes through the optimized high-speed turnout frog at a speed of 5 km / h, and the wheel center of gravity fluctuation curve is calculated and compared with the original center of gravity fluctuation curve.

[0053] If the optimized center of gravity descent amplitude is greater than 30% of the original center of gravity descent amplitude, return to S2, adjust the design of the wing rail and center rail longitudinal slope curves based on the new center of gravity fluctuation curve, and then repeat the above optimization process; if the optimized center of gravity descent amplitude is less than or equal to 30% of the original center of gravity descent amplitude, it proves that the optimized center rail and wing rail matching relationship can significantly reduce wheel center of gravity fluctuation, and continue to proceed downwards.

[0054] Dynamic performance evaluation:

[0055] The vehicle passes through the optimized high-speed turnout frog at a speed of 400 km / h, and the dynamic interaction between the wheel and rail is calculated and compared with the original turnout.

[0056] If the optimized wheel-rail impact force is greater than 70% of the original turnout, then return to S2, adjust the longitudinal slope curve design of the wing rail and frog rail according to the wheel-rail impact variation characteristics, and then repeat the above optimization process; if the optimized wheel-rail impact force is less than or equal to 70% of the original turnout, then it proves that the optimized frog rail and wing rail matching relationship can significantly reduce the wheel-rail impact, adopt the optimization scheme, and continue to the next step.

[0057] S7. Implementation of the optimized longitudinal slope curve at the top of the frog rail-wing rail.

[0058] Based on the optimized longitudinal slope curve of the center rail-wing rail top, the method for its implementation in the manufacturing process is studied and determined.

[0059] Natural bending test of wing rail:

[0060] A full-scale test platform for high-speed turnout frogs was established, and the wing rails were naturally bent by adjusting the thickness of the pad plate.

[0061] If the rate of change of the wing rail under fastener tightening conditions meets the requirements for setting the wing rail lifting curve, then the method of natural wing rail bending is adopted to achieve wing rail lifting, and the process ends. If the rate of change of the wing rail under fastener tightening conditions does not meet the requirements for setting the wing rail lifting curve, then the next test is conducted.

[0062] Assembly and testing after machining of the wing rail:

[0063] First, the wing rail is machined based on the wing rail lift curve, and then the frog is assembled.

[0064] If the longitudinal slope curve of the wing rail in the wheel-load transition zone after frog assembly deviates from the design curve by ≤20%, then the method of machining the wing rail first and then assembling the frog to achieve wing rail lifting is determined, and the process ends. If the longitudinal slope of the wing rail in the wheel-load transition zone after frog assembly deviates from the design curve by >20%, then the next test is conducted.

[0065] Machining test after frog assembly:

[0066] If this step is reached, the following method is used to raise the longitudinal slope of the wing rail: First, assemble the frog, and raise the wing rail as a whole by adjusting the thickness of the shims; after frog assembly, the longitudinal slope curve of the wing rail in the wheel load transition zone is achieved through machining. The process is then complete.

[0067] 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 optimizing the matching relationship between the center track and the wing track, characterized in that: Includes the following steps: S1. Establish a vehicle-turnout coupled dynamics simulation analysis model to obtain the wheel centroid fluctuation curve when the train passes through an existing high-speed turnout. S2. Design the wing rail lifting curve in reverse based on the wheel center of mass fluctuation curve; S3. Based on the wing rail lift curve, calculate the lift of the wing rail at each characteristic section position of the wing rail. , where i is the section number of the orbital feature section; S4. Calculate the reduction value after optimization. The formula is as follows: ； in The original reduction values ​​for each characteristic section of the track; S5, according to The optimized longitudinal slope curve of the heart track was obtained; S6. Evaluate the optimized heart track-wing track matching relationship based on statics and dynamics respectively; S7. Based on the optimized longitudinal slope curve of the top of the center rail-wing rail, determine the method for manufacturing the center rail and wing rail; Step S6 specifically includes: S61. The vehicle passes through the optimized high-speed turnout frog at a speed of 5 km / h in the vehicle-turnout coupled dynamics simulation analysis model, and the wheel center of mass fluctuation curve is obtained. S62. Determine whether the optimized centroid descent amplitude is less than or equal to 30% of the original centroid descent amplitude. If yes, proceed to step S63; otherwise, proceed to step S2 based on the optimized centroid fluctuation curve. S63. The vehicle passes through the optimized high-speed turnout frog at a speed of 400 km / h in the vehicle-turnout coupled dynamics simulation analysis model. S64. Determine whether the optimized wheel-rail impact force is greater than 70% of the original turnout wheel-rail impact force. If yes, proceed to step S2 based on the optimized centroid fluctuation curve; otherwise, proceed to step S7. Step S7 includes the following steps: S71. Establish a high-speed turnout frog test platform and adjust the thickness of the pad plate to make the wing rail bend naturally. S72. Determine whether the bending rate of the wing rail can meet the setting requirements of the wing rail lifting curve under the condition of fastener tightening. If yes, then take the natural bending method of the wing rail as the final wing rail lifting method and proceed to step S76; otherwise, proceed to step S73. S73. Based on the wing rail lifting curve, the wing rail is machined and then the frog is assembled. S74. Determine whether the deviation between the longitudinal slope curve of the wing rail in the wheel load transition zone after the frog assembly and the design curve is less than or equal to 20%. If yes, then use the method of machining the wing rail first and then assembling the frog as the final wing rail lifting method and proceed to step S76; otherwise, proceed to step S75. S75. The method of first assembling the frog, then raising the wing rail as a whole by adjusting the thickness of the pads; and finally raising the wing rail by machining the longitudinal slope curve of the wheel load transition zone after frog assembly. S76. Method for achieving output wing rail lifting during the manufacturing process; The specific method for step S2 is as follows: The theoretical wing rail lifting curve is designed by reverse engineering the wheel center of gravity fluctuation curve to compensate for the fluctuation of the wheel center of gravity, thereby reducing the slope or fluctuation range of the center of gravity fluctuation curve when the vehicle passes through the frog. Combined with the frog sleeper number, the actual wing rail lifting curve is determined, and the wing rail lifting amount at different frog sleeper positions is given. , where j represents the turnout sleeper number.

2. The method for optimizing the matching relationship between the wing track and the center track according to claim 1, characterized in that: The specific method for obtaining the wheel centroid fluctuation curve when the train passes through the existing high-speed turnout in step S1 is to set the vehicle to pass through the high-speed turnout frog area at a speed of 5 km / h.

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