A method and system for designing a turnout

Abstract

This invention provides a turnout design method and system, relating to the field of key characteristic enhancement technology for urban rail transit turnouts. The method includes: obtaining the target train speed, existing turnout dimensions, turnout frog angle, and the range of values ​​for the turnout guide curve radius; calculating the design target speed based on the target speed; back-calculating the lateral speed based on the existing turnout dimensions and iteratively lengthening and adjusting to obtain a first parameter; optimizing the radius based on the range of values ​​for the turnout guide curve radius to obtain the optimal guide curve radius; determining the half-section and switch rail impact angle based on the optimal guide curve radius, the turnout front length, and the turnout rear length to obtain the optimal parameter combination; and verifying the optimal parameter combination to obtain the final turnout alignment design scheme. The method and system described in this invention improve the lateral throughput speed of turnouts, meet the turnout speed requirements of signaling professionals, and enhance the turnout performance of existing turnouts.

Description

Technical Field

[0001] This invention relates to the field of key characteristic enhancement technology for urban rail transit turnouts, specifically to a turnout design method and system. Background Technology

[0002] Turnouts are a weak link in the track system, and their service condition directly affects train operation safety and line scheduling efficiency. Targeted optimization research should be conducted based on the actual needs and pain points of urban rail transit. Currently, most mainline turnouts for urban rail transit lines with design speeds of 120 km / h and below in China use 60 kg / m rail No. 9 single turnouts. After years of operational testing, these single turnouts basically meet the construction requirements of urban rail transit. However, with the increase in urban rail transit capacity and train density, the market demand for turnout throughput capacity, especially lateral throughput speed, is increasing. The lateral allowable throughput speed of existing single turnouts used in urban rail transit can no longer meet the train turnaround requirements, and single turnouts that can meet these lateral allowable throughput speed requirements have a significantly increased overall length, leading to a corresponding increase in civil engineering investment and track component investment.

[0003] Based on the above, the present invention provides a turnout design method and system that improves the lateral throughput speed of turnouts, enhances the turnout reversing capability, and solves the problems of large land occupation and high investment of existing turnouts. Summary of the Invention

[0004] The purpose of this invention is to provide a turnout design method and system to solve the aforementioned problems. To achieve this objective, the technical solution adopted by this invention is as follows:

[0005] Firstly, this application provides a turnout design method, including:

[0006] Acquire basic data, including the target speed value of the train, the existing turnout dimensions, the turnout frog angle value, and the range of values ​​for the turnout guide curve radius;

[0007] The target speed value is calculated by adding a preset safety margin and calculating the maximum instantaneous speed.

[0008] The lateral speed requirement is calculated by back-calculating the existing turnout dimensions and iteratively lengthened and adjusted based on the front and rear lengths of the turnout to obtain the first parameter. The first parameter includes the turnout design frog angle, the front length of the turnout, the rear length of the turnout, and the radius of the initial guide curve.

[0009] The radius is optimized based on the range of values ​​for the turnout guide curve radius. The optimal guide curve radius value is obtained by selecting the upper limit value to minimize the impact of under-superelevation.

[0010] The half-cut surface and the switch rail impact angle are determined based on the optimal guide curve radius value, the front length of the turnout and the rear length of the turnout. The switch rail impact angle is calculated based on the allowable value constraint of kinetic energy loss and the half-cut surface is determined based on the basic rail. The optimal parameter combination of the half-cut surface position and the impact angle parameter value is obtained.

[0011] The optimal parameter combination is verified by checking the length of the turnout wing rail buffer section, the allowable value of kinetic energy loss, the unbalanced centrifugal acceleration and the corresponding allowable increment value, and the final turnout alignment design scheme is obtained.

[0012] Secondly, this application also provides a turnout design system, including:

[0013] The acquisition module is used to acquire basic data, which includes the target speed value of the train, the existing turnout size, the turnout frog angle value, and the range of values ​​for the turnout guide curve radius.

[0014] The processing module is used to calculate based on the target speed value, and obtain the design target speed value by adding a preset safety margin value and calculating the maximum instantaneous speed;

[0015] The integration module is used to back-calculate the lateral speed requirement value based on the existing turnout size and perform iterative lengthening adjustment based on the front and rear lengths of the turnout to obtain the first parameter, which includes the turnout design frog angle value, the front length of the turnout, the rear length of the turnout, and the radius value of the preliminary guide curve.

[0016] The optimization module is used to optimize the radius based on the range of values ​​for the turnout guide curve radius. By selecting the upper limit value to minimize the impact of under-superelevation, the optimal guide curve radius value is obtained.

[0017] The calculation module is used to determine the half-cut surface and the switch rail impact angle based on the optimal guide curve radius value, the front length of the turnout and the rear length of the turnout, calculate the switch rail impact angle based on the allowable value constraint of kinetic energy loss and determine the half-cut surface based on the stock rail, and obtain the optimal parameter combination of the half-cut surface position and the impact angle parameter value.

[0018] The output module is used to perform verification processing based on the optimal parameter combination. By verifying the length of the frog wing rail buffer section, the allowable value of kinetic energy loss, the unbalanced centrifugal acceleration and the corresponding allowable incremental value, the final turnout alignment design scheme is obtained.

[0019] The beneficial effects of this invention are as follows:

[0020] The present invention discloses a turnout design method and system, which mainly addresses the problem of insufficient lateral throughput capacity of turnouts. Under the premise of reducing the increase in the total length of existing turnouts, keeping the electrical equipment (locking method, switch machine model, number of traction points) unchanged, and not changing the type of the track foundation, the maximum instantaneous speed target is determined by adding a safety margin based on the turnout demand speed. Based on the iterative lengthening of the existing turnout dimensions, the upper limit of the guide curve radius is selected to minimize the impact of under-superelevation. By constraining the allowable value of kinetic energy loss, key indicators are reviewed to ensure compatibility with existing facilities, thereby improving the lateral throughput speed of turnouts and realizing the improvement of the turnout performance of existing turnouts. Attached Figure Description

[0021] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is a schematic diagram of a turnout design method according to an embodiment of the present invention;

[0023] Figure 2 This is a schematic diagram of a turnout design system according to an embodiment of the present invention;

[0024] Figure 3 This is a schematic diagram of a No. 9 single turnout with existing 60kg / m rails in an embodiment of the present invention;

[0025] Figure 4 This is a schematic diagram of the final turnout alignment scheme in an embodiment of the present invention. Detailed Implementation

[0026] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0027] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, in the description of this invention, terms such as "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0028] Example 1:

[0029] This embodiment provides a turnout design method.

[0030] The specific implementation process is as follows:

[0031] See Figure 1 The figure shows that the method includes steps S100 to S600.

[0032] Step S100: Obtain basic data, which includes the target speed value of the train, the existing turnout dimensions, the turnout frog angle value, and the range of values ​​for the turnout guide curve radius.

[0033] Specifically, obtaining basic data is a prerequisite for the design of turnout lateral speed enhancement. Accurate collection of core parameters is necessary to ensure the relevance and feasibility of subsequent design, such as... Figure 3 As shown, the existing turnout dimensions are based on the mainstream 60kg / m rail No. 9 single turnout in China, including key dimensions such as the original front length, rear length, and pad nail hole spacing. These data form the basis for subsequent iterative adjustments, avoiding significant alterations to the existing track foundation and electrical equipment during the renovation process. The existing No. 9 turnout's lateral speed of 35km / h is insufficient to meet the turnaround efficiency requirements after the increase in traffic volume and train density; the target train speed is clearly defined as 40km / h, meeting the turnaround requirements of urban rail transit. The turnout frog angle is determined by the No. 9 turnout number, and its value is fixed and directly affects the core structure of the turnout alignment. The range of the turnout guide curve radius is determined based on the structural characteristics and mechanical constraints of the No. 9 turnout. This range is a safe zone verified through long-term engineering practice, ensuring both the structural strength of the turnout and reserving optimization space for speed increases. By accurately acquiring core basic data, the design avoids blind spots and ensures that subsequent optimizations and adjustments are based on actual engineering conditions. It is compatible with the existing turnout's track foundation and electrical equipment (locking method, switch machine model, etc.), and can specifically address the core issue of insufficient lateral speed, laying the foundation for the economic efficiency and feasibility of the design scheme.

[0034] Step S200: Calculate based on the target speed value, and obtain the design target speed value by adding a preset safety margin value and calculating the maximum instantaneous speed.

[0035] Specifically, the target speed for the train to pass laterally needs to be set at 40 km / h, which directly matches the actual speed requirements for urban rail transit turnarounds; then, a preset safety margin of 5 km / h is added to obtain the maximum instantaneous speed. The maximum instantaneous speed is used as the final design target value. The core purpose of setting a 5 km / h safety margin is to cope with uncertainties such as speed fluctuations and track wear during train operation, and to avoid safety risks caused by the actual operating speed approaching the limit value. By introducing a safety margin to calculate the design target speed, the core improvement of lateral speed from 35 km / h to 40 km / h is achieved, meeting the turnaround efficiency requirements, while the maximum instantaneous speed of 45 km / h provides sufficient safety redundancy, effectively avoiding speed risks in operation.

[0036] Step S300: Calculate the lateral speed requirement value based on the existing turnout dimensions and perform iterative lengthening adjustment based on the front and rear lengths of the turnout to obtain the first parameter. The first parameter includes the turnout design frog angle value, the front length of the turnout, the rear length of the turnout, and the radius value of the preliminary guide curve.

[0037] Specifically, based on the existing front and rear length data of turnout No. 9, the lateral speed under the current dimensions is calculated to see if the target value of 40 km / h can be achieved. If the calculation result does not meet the requirement, the front and rear lengths of the turnout are adjusted by increasing the length in fixed increments of 600 mm, and the calculation is repeated until the lateral speed requirement is met. The frog angle value of the turnout design is determined by the No. 9 turnout number to ensure compatibility between the core structure of the turnout and existing equipment; the preliminary guide curve radius value is determined by... Within the range of possible values, a preliminary selection based on the extended front and rear lengths is made to provide a foundation for subsequent radius optimization. During the iterative lengthening process, the total length must be strictly controlled to avoid a significant increase in the turnout's footprint due to excessive lengthening. Simultaneously, the compatibility of the adjusted turnout dimensions with the existing rail foundation and pad nail hole spacing must be ensured to reduce the amount of civil engineering modifications. Through a method of "back-calculation verification + fixed-increment iteration," the lateral speed requirement was met while minimizing the increase in the total turnout length. The determination of the first parameter ensured both the rationality of the turnout structure and compatibility with existing equipment, providing a stable foundation parameter for subsequent optimization steps, thus balancing design effectiveness and economy.

[0038] Step S400: Perform radius optimization processing based on the range of values ​​for the turnout guide curve radius. By selecting the upper limit value to minimize the impact of under-superelevation, the optimal guide curve radius value is obtained.

[0039] Specifically, based on the preliminary guide curve radius value obtained in step S300, combined with the turnout guide curve radius... The range of values ​​should prioritize those near the upper limit. Based on the principles of orbital mechanics, the radius of the guide curve... with insufficient high Negative correlation A larger value results in a smaller superelevation during train passage, a smaller lateral force between the wheel and rail, and better train smoothness when passing through the turnout. It also reduces wheel-rail wear and turnout maintenance workload. In the design of turnout No. 9, considering factors such as structural strength and total turnout length limitations, 250mm was ultimately selected as the optimal guide curve radius. This value is within the upper limit of the range, maximizing the reduction of the superelevation impact without exceeding the mechanical bearing capacity of the turnout structure, and perfectly matching the adjusted turnout length. Determining the optimal guide curve radius significantly improves train smoothness when passing through the turnout and reduces maintenance workload during operation. Simultaneously, the 250mm radius avoids the problem of excessively increasing the total turnout length due to an excessively large radius, balancing smoothness and economy, and providing an ideal radius basis for subsequent optimization of the half-section and switch rail impact angle.

[0040] Step S500: Determine the half-cut surface and switch rail impact angle based on the optimal guide curve radius value, turnout front length and turnout rear length, calculate the switch rail impact angle based on the allowable kinetic energy loss value constraint, and determine the half-cut surface based on the stock rail to obtain the optimal parameter combination of the half-cut surface position and impact angle parameter value.

[0041] Specifically, the selection range for the semi-cut section position is 25–50 mm. The impact angle of the switch rail is calculated based on the allowable kinetic energy loss, and the maximum value can be derived. Then, combined with the fit clearance between the switch rail and the main rail, parameter iteration is performed. In the design of turnout No. 9, the optimal parameter combination was finally determined through multiple calculations and verifications. The kinetic energy loss reaches 0.65 km. 2 / h 2 The upper limit of the allowable kinetic energy loss fully utilizes the constraints while avoiding speed decay and wheel-rail impact caused by excessive kinetic energy loss. The determination of the semi-cut section ensures that the theoretical starting point of the switch rail curve is tangent to the working edge of the stock rail. After straightening the front part of the switch rail, it intersects the stock rail at the cross-section, ensuring a smooth transition when the train passes. The determination of the optimal parameter combination achieves a balance between kinetic energy loss and matching accuracy, avoiding kinetic energy waste and wheel-rail impact caused by excessive switch rail impact angle, while ensuring the compatibility of the semi-cut section position with the stock rail. The impact sensation when the train passes the switch rail is significantly reduced, and the running stability is improved. At the same time, the sufficient clearance between the switch rail and the stock rail reduces component wear and extends the service life of the turnout.

[0042] Step S600: Perform a verification process based on the optimal parameter combination. By verifying the length of the turnout wing rail buffer section, the allowable value of kinetic energy loss, the unbalanced centrifugal acceleration, and the corresponding allowable incremental value, the final turnout alignment design scheme is obtained.

[0043] Specifically, the length of the frog wing rail buffer section was first verified—based on the impact angle of the switch rail, to confirm whether the length of the wing rail buffer section could match the impact angle, ensuring a smooth transition for the train when passing through the frog and avoiding the risk of derailment. Secondly, the allowable value of kinetic energy loss, the unbalanced centrifugal acceleration, and the allowable value of the unbalanced centrifugal acceleration increment were verified; all three indicators must meet their respective limits. Finally, the new line type was compared with the existing turnout line type to determine the offset and its impact range from the frog toe to the tip of the switch rail, verifying the universality of the original pad nail hole spacing and avoiding additional modifications to the rail foundation. If any indicator was found to be unsatisfactory during the verification process, the previous steps had to be returned to adjust the parameters until all indicators met the standards, ultimately forming a complete turnout line design scheme. Through multi-dimensional verification, structural conflicts and safety hazards in the design scheme were completely eliminated, ensuring that the final line type not only meets the lateral speed requirement of 40 km / h but is also compatible with existing equipment and rail foundations.

[0044] Further, step S200 includes steps S210 to S230.

[0045] Step S210: Based on the target speed value of the train, set the theoretical lateral speed value according to the preset principle of the signal system;

[0046] Step S220: Optimize the speed based on the theoretical lateral speed value, and determine the target lateral speed value based on the number of the rail turnout;

[0047] Step S230: Add a preset safety margin value to the lateral velocity target value and calculate the maximum instantaneous velocity to obtain the design target velocity value.

[0048] Specifically, taking turnout No. 9 as an example, the target train speed is 40 km / h, the allowable lateral speed for urban rail transit turnaround requirements. The signaling system's preset principle is that "the theoretical lateral speed value must cover the target speed and reserve dynamic adjustment space." Therefore, the theoretical lateral speed value is set to 40 km / h to ensure matching with the signaling system's rapid turnaround control logic. For 60 kg / m rail turnout No. 9 single turnout, considering the compatibility characteristics between turnout number and lateral speed (turnout No. 9 has a fixed frog angle, and lateral speed is constrained by track alignment), speed options exceeding the structural bearing capacity of turnout No. 9 are eliminated, and the target lateral speed value is clearly defined as 40 km / h to ensure speed matching with turnout number. The preset safety margin is 5 km / h, while... For reference:

[0049] ；

[0050] in, For the roof speed, The target speed value is calculated using this formula and used for subsequent full-parameter design of the turnout alignment. Through a three-level setting of signal system principles, turnout number adaptation, and safety margin superposition, the target speed value is ensured to meet both the actual 40km / h turnaround requirement and to reserve dynamic redundancy at a maximum instantaneous speed of 45km / h, preventing safety warnings from being triggered by speed fluctuations when trains pass through the turnout. Simultaneously, it is precisely matched with the structural characteristics of turnout No. 9, eliminating incompatibility issues between speed and turnout load-bearing capacity.

[0051] Further, step S300 includes steps S310 to S330.

[0052] Step S310: Design the turnout based on the basic data, and obtain the turnout design frog angle value based on the correspondence between the turnout number and the frog angle.

[0053] Step S320: Design the turnout alignment based on the existing turnout dimensions. By back-calculating the lateral speed requirement and iteratively lengthening and adjusting based on the front and rear lengths of the turnout, the front length, rear length, and initial guide curve radius of the turnout are obtained.

[0054] Step S330: Based on the designed frog angle value of the turnout, the front length of the turnout, the rear length of the turnout, and the radius of the preliminary guide curve, the parameters are integrated to obtain the first parameter.

[0055] Specifically, the basic data includes existing turnout dimensions and turnout frog angle values. There is a fixed correspondence between the turnout number and the frog angle; for example, the frog angle of turnout number 9 is fixed at [value missing]. Therefore, the turnout design frog angle value can be directly obtained based on this correspondence. The turnout alignment design uses existing dimensions as a baseline to calculate the required lateral speed. If the calculated result does not reach the design target speed of 45 km / h, the front and rear lengths of the turnout are iteratively increased in 600mm increments until the calculated speed meets the requirements. This process ultimately yields the appropriate front and rear lengths of the turnout. The radius of the initial guide curve within the range.

[0056] Preferably, the turnout design frog angle value ( The parameters of the adjusted turnout front length, turnout rear length, and preliminary guide curve radius are integrated to form the first parameter, which includes the core geometric dimensions and angle parameters of the turnout. This provides basic data support for subsequent radius optimization. Iterative adjustments based on existing turnout dimensions avoid the waste of land caused by blindly lengthening the turnout. At the same time, the fixed correspondence between the frog angle and the turnout number ensures design compliance. The integration of the first parameter eliminates the need to repeatedly retrieve basic data in subsequent design stages, improving design efficiency. Furthermore, the limited range of the preliminary guide curve radius clarifies the boundaries for subsequent optimization.

[0057] Further, step S400 includes steps S410 to S430.

[0058] Step S410: Extract all candidate radius values ​​based on the preliminary guide curve radius, and filter out a set of candidate radius values ​​based on the under-exceedance preset limit;

[0059] Step S420: Determine the target guide curve radius by numerically matching the candidate radius value set with the first parameter;

[0060] Step S430: Optimize the radius based on the target guide curve radius by selecting an upper limit value to minimize the influence of under-superelevation, and obtain the optimal guide curve radius value.

[0061] Specifically, the range of values ​​for the radius of the initial guide curve is as follows: All candidate radius values ​​are values ​​within this interval, and the preset limit for under-superelevation is "the under-superelevation critical value corresponding to the smoothness of train passing through the turnout". All candidate values ​​within the range are extracted. Substitute the value into the under-exceedance formula:

[0062] ;

[0063] in, It is insufficient to exceed the limit; The target speed value is designed; Let be the candidate radius; calculate the superelevation under-altitude for each candidate value. According to railway operation specifications, the superelevation under-altitude must meet the following requirements. Based on the limit requirements, filter out those that meet the conditions. We obtain a set of candidate radius values ​​that satisfy the stationarity requirement.

[0064] Preferably, each value in the candidate radius value set is matched with the first parameter for compatibility, and values ​​that cause turnout alignment conflicts or structural interference are eliminated to determine the target guide curve radius that is fully compatible with the first parameter. The radius optimization principle is "the larger the guide curve radius, the better." "The smaller the value, the better the train's smoothness when passing through the turnout." Therefore, the optimal value near the upper limit was selected from the candidate radius value set, and the optimal guide curve radius value was finally determined to be 250mm, minimizing the impact of under-superelevation. Through dual verification of under-superelevation limit screening and parameter matching, it was ensured that the guide curve radius not only met the smoothness requirements but also adapted to the overall turnout structure, while avoiding the problem of accelerated wheel and rail wear caused by an excessively small radius.

[0065] Further, step 500 includes steps S510 to S530.

[0066] Step S510: Determine the half-cut surface based on the optimal guide curve radius value, the front length of the turnout, and the rear length of the turnout, and obtain the half-cut surface position parameters based on the positional relationship between the train's main rail and the cross-section.

[0067] Step S520: Calculate the switch rail impact angle based on the optimal guide curve radius value, the front length of the turnout, and the rear length of the turnout. Perform constraint calculation on the switch rail impact angle based on the allowable value of kinetic energy loss to obtain the impact angle parameter value.

[0068] Step S530: Based on the integration of the half-cut surface position parameters and the impact angle parameter values, parameter constraint processing is performed based on preset limits to obtain the optimal parameter combination of the half-cut surface position and the impact angle.

[0069] Specifically, based on the optimal guide curve radius, the length before and after the turnout, the tangential relationship between the main rail and switch rail sections is analyzed. The theoretical starting point of the switch rail curve is different from the working point of the main rail. The values ​​are tangent to each other at a certain section of the switch rail. Draw a tangent, straighten the front part of the switch rail, and intersect it with the stock rail. This section is a half-section. The angle between the tangent and the stock rail is the switch rail impact angle. , The cross-sectional position is generally 25-40mm. Under special conditions, the maximum value can reach 50mm. The position parameters of the half-cut section are determined in combination with the interference risk of the turnout structure. Due to kinetic energy loss Determine, using the formula:

[0070] ;

[0071] in, The target speed value is designed; For kinetic energy loss; Let the switch rail impact angle be ; calculate the switch rail impact angle. The maximum allowed value, combined with The constraint condition (distance from the action edge of the switch rail to the action edge of the main rail) is used to obtain the impact angle parameter value through iterative calculation. .

[0072] Specifically, Value impact Value size, The larger the value, The larger the value, The larger the value, The smaller the value, the better; take all factors into consideration. , The requirement for the value leads to... and For a 60kg / m rail, the optimal values ​​for the two parameters of the No. 9 turnout can be obtained. , ,at this time The parameters were determined to be the optimal combination of semi-cut-off position and impact angle, satisfying the preset constraints. This optimal parameter combination ensures smooth connection between the switch rail and the main rail, while also preventing excessive energy loss during train switching through kinetic energy loss constraints. The 45mm semi-cut-off position and... Matching the impact angle of the switch rail improves the stability of the turnout structure and reduces maintenance costs caused by wheel-rail impact.

[0073] Further, step 600 includes steps S610 to S630.

[0074] Step S610: The impact angle of the wing rail is determined according to the optimal parameter combination, and the design length of the wing rail buffer section is obtained by verifying the length of the wing rail buffer section.

[0075] Step S620: Verify the allowable value of kinetic energy loss, the unbalanced centrifugal acceleration and the corresponding allowable value of increment according to the optimal parameter combination to obtain the set of limiting parameters for turnout alignment design;

[0076] Step S630: Integrate the design length of the turnout wing rail buffer section and the set of limited parameters, compare and verify the integrated parameters with the preset turnout parameters, and obtain the final turnout alignment design scheme.

[0077] Specifically, when designing turnout alignments, the impact angles of the switch rail and wing rail are generally the same. Based on this impact angle, the length of the frog wing rail buffer section is checked, and the judgment criterion is that "the length of the buffer section must meet the requirements of smooth transition of train wheelsets and no risk of derailment", thus obtaining the design length of the frog wing rail buffer section that meets safety requirements.

[0078] Specifically, substituting the design target speed of 45 km / h, the optimal guide curve radius of 250 mm, and the vehicle's total wheelbase... Verify three core parameters: allowable kinetic energy loss. Unbalanced centrifugal acceleration Unbalanced centrifugal acceleration increment tolerance This process creates a set of limiting parameters for the turnout alignment design. The design length of the frog wing rail buffer section is integrated with the limiting parameter set and compared with the existing 60kg / m rail No. 9 turnout alignment parameters to verify the universality of the pad nail hole spacing and the rationality of the traction point position shift. After ensuring there are no structural conflicts, the final turnout alignment design scheme is formed.

[0079] Specifically, within the critical functional range from the frog to the tip of the switch rail, the new line type features optimized guide curve radius (taking an upper limit of 250mm) and adjusted half-section position. ) and optimization of the impact angle of the switch rail ( Compared to the original track alignment, a specific offset will occur. Precise measurement and calculation are needed to determine the exact value of the offset and its distribution range along the longitudinal and lateral directions of the track. The focus should be on verifying whether the offset exceeds the safety redundancy range of the track structure. Simultaneously, the standard spacing of the bolt holes in the original turnout pads should be compared to determine whether the fit between the rail and the pad, and the stress state of the bolt holes, meet the requirements under the new track alignment. If the offset is within the bolt hole adaptation tolerance range and does not affect the fastening effect of the fasteners or the geometric stability of the track, the original hole spacing can be directly used. If the offset causes bolt hole misalignment or abnormal stress, the pad adaptation scheme needs to be adjusted specifically without changing the type of the rail foundation to ensure the consistency of track component connections.

[0080] Preferably, optimizing the switch rail alignment directly alters the force fulcrum and travel of the traction point, thus affecting the traction efficiency of the switch machine and the reliability of turnout locking. During the design phase, the existing sleeper spacing should be used as a benchmark, prioritizing the forward movement of the traction point along the track direction to ensure precise matching between the traction point and the key force points of the switch rail alignment. This prevents switch rail switching jams or incomplete locking due to positional misalignment. Simultaneously, the impact of the traction point position change on the electrical equipment must be verified: ensuring that the locking method, switch machine model, and number of traction points remain consistent with the original configuration, eliminating the need for additional equipment replacement; and verifying through mechanical simulation and field tests whether the switching force and travel of the switch rail at the new traction point position meet design standards, ensuring the smoothness and safety of turnout operation.

[0081] Preferably, by integrating the results of all the above design steps, core design elements such as the turnout target speed, main dimensional parameters, guide curve radius, half-cut position, and switch rail impact angle are combined to form a complete final alignment scheme. For example... Figure 4 As shown, the scheme includes a detailed design parameter table and a line type diagram: For the total length of the turnout, The length from the start of the turnout to the center of the frog. To make it longer, For toe length, This is the distance from the tip of the switch rail to the beginning of the turnout. For the angle of impact, For the fork angle, It is a half-cut surface; For turnout gauge; Guide curve radius value; The gauge at the tip of the switch rail; The center of the guiding curve; The value is the separation value; The tip of the guide curve theory; The endpoint of the guide curve; This is for the frog heel end. At the same time, it is necessary to verify through reverse verification that the allowable value of kinetic energy loss, the unbalanced centrifugal acceleration and increment all meet the limit requirements, and that the offset control and traction point position adjustment all meet the engineering application conditions, so as to finally form a standardized alignment scheme that can directly guide production and construction.

[0082] Example 2:

[0083] like Figure 2 As shown, this embodiment provides a turnout design system, the system including:

[0084] The acquisition module 101 is used to acquire basic data, which includes the target speed value of the train, the existing turnout size, the turnout frog angle value, and the range of values ​​for the turnout guide curve radius.

[0085] Processing module 102 is used to calculate based on the target speed value, and obtain the design target speed value by adding a preset safety margin value and calculating the maximum instantaneous speed;

[0086] The integration module 103 is used to back-calculate the lateral speed requirement value based on the existing turnout size and perform iterative lengthening adjustment based on the front and rear lengths of the turnout to obtain the first parameter, which includes the turnout design frog angle value, the front length of the turnout, the rear length of the turnout, and the radius value of the preliminary guide curve.

[0087] The optimization module 104 is used to perform radius optimization processing based on the range of values ​​of the turnout guide curve radius, and obtain the optimal guide curve radius value by selecting the upper limit value to minimize the impact of under-superelevation;

[0088] The calculation module 105 is used to determine the half-cut surface and the switch rail impact angle based on the optimal guide curve radius value, the front length of the turnout and the rear length of the turnout, calculate the switch rail impact angle based on the allowable value constraint of kinetic energy loss and determine the half-cut surface based on the stock rail, and obtain the optimal parameter combination of the half-cut surface position and the impact angle parameter value.

[0089] The output module 106 is used to perform a verification process based on the optimal parameter combination. By verifying the length of the turnout wing rail buffer section, the allowable value of kinetic energy loss, the unbalanced centrifugal acceleration and the corresponding allowable incremental value, the final turnout alignment design scheme is obtained.

[0090] In one specific embodiment of the present invention, the processing module 102 includes:

[0091] The first processing unit is used to set the theoretical lateral speed value based on the target speed value of the train and the preset principle of the signal system.

[0092] The second processing unit is used to optimize the speed based on the theoretical lateral speed value and determine the target lateral speed value based on the number of the rail turnout.

[0093] The third processing unit is used to add a preset safety margin value to the lateral velocity target value and calculate the maximum instantaneous velocity to obtain the design target velocity value.

[0094] In one specific embodiment of the present invention, the integration module 103 includes:

[0095] The first integration unit is used to design turnouts based on the basic data and obtain the turnout design frog angle value based on the correspondence between turnout number and frog angle.

[0096] The second integration unit is used to design the turnout alignment based on the existing turnout dimensions. By back-calculating the lateral speed requirement value and iteratively lengthening and adjusting based on the front and rear lengths of the turnout, the front length, rear length, and initial guide curve radius of the turnout are obtained.

[0097] The third integration unit is used to integrate parameters based on the turnout design frog angle value, the turnout front length, the turnout rear length, and the initial guide curve radius to obtain the first parameter.

[0098] In one specific embodiment of the present invention, the optimization module 104 includes:

[0099] The first optimization unit is used to extract all candidate radius values ​​based on the radius of the preliminary guide curve, and to filter out a set of candidate radius values ​​based on the under-exceedance preset limit.

[0100] The second optimization unit is used to determine the radius of the target guide curve by numerically matching the candidate radius value set with the first parameter.

[0101] The third optimization unit is used to optimize the radius based on the target guide curve radius, and obtain the optimal guide curve radius value by selecting an upper limit value to minimize the influence of under-superelevation.

[0102] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention.

Claims

1. A turnout design method, characterized in that, include: Acquire basic data, including the target speed value of the train, the existing turnout dimensions, the turnout frog angle value, and the range of values ​​for the turnout guide curve radius; The target speed value is calculated by adding a preset safety margin and calculating the maximum instantaneous speed. The lateral speed requirement is calculated by back-calculating the existing turnout dimensions and iteratively lengthened and adjusted based on the front and rear lengths of the turnout to obtain the first parameter. The first parameter includes the turnout design frog angle, the front length of the turnout, the rear length of the turnout, and the radius of the initial guide curve. The radius optimization process is performed based on the range of values ​​for the turnout guide curve radius. By selecting the upper limit value to minimize the impact of under-superelevation, the optimal guide curve radius value is obtained. The half-cut surface and the switch rail impact angle are determined based on the optimal guide curve radius value, the front length of the turnout and the rear length of the turnout. The switch rail impact angle is calculated based on the allowable value constraint of kinetic energy loss and the half-cut surface is determined based on the basic rail. The optimal parameter combination of the half-cut surface position and the impact angle parameter value is obtained. The optimal parameter combination is verified by checking the length of the turnout wing rail buffer section, the allowable value of kinetic energy loss, the unbalanced centrifugal acceleration and the corresponding allowable increment value, and the final turnout alignment design scheme is obtained.

2. The turnout design method according to claim 1, characterized in that, The design target speed value is obtained by calculating the target speed value by adding a preset safety margin and calculating the maximum instantaneous speed, including: Based on the target speed value of the train, the theoretical lateral speed value is set according to the preset principles of the signal system; Speed ​​optimization is performed based on the theoretical lateral speed value, and the target lateral speed value is determined based on the number of the rail turnout. The design target speed value is obtained by adding a preset safety margin value to the lateral speed target value and calculating the maximum instantaneous speed.

3. The turnout design method according to claim 1, characterized in that, Based on the existing turnout dimensions, the required lateral speed is calculated and iteratively adjusted according to the turnout's front and rear lengths to obtain the first parameter, including: Based on the aforementioned basic data, turnout design is carried out, and the turnout design frog angle value is obtained based on the correspondence between the turnout number and the frog angle. Based on the existing turnout dimensions, the turnout alignment is designed. The lateral speed requirement is calculated in reverse and iterative lengthening is performed based on the front and rear lengths of the turnout to obtain the front length, rear length, and initial guide curve radius of the turnout. The first parameter is obtained by integrating the parameters of the turnout design frog angle, the turnout front length, the turnout rear length, and the initial guide curve radius.

4. The turnout design method according to claim 1, characterized in that, The radius is optimized based on the range of values ​​for the turnout guide curve radius. By selecting the upper limit value to minimize the impact of under-superelevation, the optimal guide curve radius value is obtained, including: All candidate radius values ​​are extracted based on the preliminary guide curve radius, and a set of candidate radius values ​​is selected based on the under-exceedance preset limit. The target guide curve radius is determined by numerically matching the candidate radius value set with the first parameter. The radius is optimized based on the target guide curve radius. The optimal guide curve radius value is obtained by selecting an upper limit value to minimize the influence of under-superelevation.

5. The turnout design method according to claim 1, characterized in that, Based on the optimal guide curve radius, the turnout front length, and the turnout rear length, the half-cut section and the switch rail impact angle are determined, resulting in the optimal parameter combination for the half-cut section position and the impact angle, including: The semi-cut surface is determined based on the optimal guide curve radius value, the front length of the turnout and the rear length of the turnout, and the position parameters of the semi-cut surface are obtained based on the positional relationship between the train's main rail and the cross-section. The impact angle of the switch rail is calculated based on the optimal guide curve radius, the front length of the switch rail, and the rear length of the switch rail. The impact angle of the switch rail is then constrained based on the allowable value of kinetic energy loss to obtain the impact angle parameter value. By integrating the position parameters of the semi-cut surface and the impact angle parameters, and performing parameter constraint processing based on preset limits, the optimal parameter combination of the semi-cut surface position and the impact angle is obtained.

6. The turnout design method according to claim 1, characterized in that, Based on the optimal parameter combination, a verification process is performed. By verifying the length of the frog wing rail buffer section, the allowable value of kinetic energy loss, the unbalanced centrifugal acceleration, and the corresponding allowable incremental value, the final turnout alignment design scheme is obtained, including: The impact angle of the wing rail is determined based on the optimal parameter combination, and the design length of the wing rail buffer section is obtained by verifying the length of the wing rail buffer section. The allowable value of kinetic energy loss, the unbalanced centrifugal acceleration and the corresponding allowable value of increment are verified based on the optimal parameter combination to obtain the set of limiting parameters for turnout alignment design. The design length of the turnout wing rail buffer section and the set of limited parameters are integrated and processed. The integrated parameters are compared and verified with the preset turnout parameters to obtain the final turnout alignment design scheme.

7. A turnout design system, characterized in that, include: The acquisition module is used to acquire basic data, which includes the target speed value of the train, the existing turnout size, the turnout frog angle value, and the range of values ​​for the turnout guide curve radius. The processing module is used to calculate based on the target speed value, and obtain the design target speed value by adding a preset safety margin value and calculating the maximum instantaneous speed; The integration module is used to back-calculate the lateral speed requirement value based on the existing turnout size and perform iterative lengthening adjustment based on the front and rear lengths of the turnout to obtain the first parameter, which includes the turnout design frog angle value, the front length of the turnout, the rear length of the turnout, and the radius value of the preliminary guide curve. The optimization module is used to optimize the radius based on the range of values ​​for the turnout guide curve radius. By selecting the upper limit value to minimize the impact of under-superelevation, the optimal guide curve radius value is obtained. The calculation module is used to determine the half-cut surface and the switch rail impact angle based on the optimal guide curve radius value, the front length of the turnout and the rear length of the turnout, calculate the switch rail impact angle based on the allowable value constraint of kinetic energy loss and determine the half-cut surface based on the stock rail, and obtain the optimal parameter combination of the half-cut surface position and the impact angle parameter value. The output module is used to perform verification processing based on the optimal parameter combination. By verifying the length of the frog wing rail buffer section, the allowable value of kinetic energy loss, the unbalanced centrifugal acceleration and the corresponding allowable incremental value, the final turnout alignment design scheme is obtained.

8. A turnout design system according to claim 7, characterized in that, The processing module includes: The first processing unit is used to set the theoretical lateral speed value based on the target speed value of the train and the preset principle of the signal system. The second processing unit is used to optimize the speed based on the theoretical lateral speed value and determine the target lateral speed value based on the number of the rail turnout. The third processing unit is used to add a preset safety margin value to the lateral velocity target value and calculate the maximum instantaneous velocity to obtain the design target velocity value.

9. A turnout design system according to claim 7, characterized in that, The integration module includes: The first integration unit is used to design turnouts based on the basic data and obtain the turnout design frog angle value based on the correspondence between turnout number and frog angle. The second integration unit is used to design the turnout alignment based on the existing turnout dimensions. By back-calculating the lateral speed requirement value and iteratively lengthening and adjusting based on the front and rear lengths of the turnout, the front length, rear length, and initial guide curve radius of the turnout are obtained. The third integration unit is used to integrate parameters based on the turnout design frog angle value, the turnout front length, the turnout rear length, and the initial guide curve radius to obtain the first parameter.

10. A turnout design system according to claim 7, characterized in that, The optimization module includes: The first optimization unit is used to extract all candidate radius values ​​based on the radius of the preliminary guide curve, and to filter out a set of candidate radius values ​​based on the under-exceedance preset limit. The second optimization unit is used to determine the radius of the target guide curve by numerically matching the candidate radius value set with the first parameter. The third optimization unit is used to optimize the radius based on the target guide curve radius, and obtain the optimal guide curve radius value by selecting an upper limit value to minimize the influence of under-superelevation.

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