CN101714183B - High-speed railway seamless turnout design method based on longitudinal and transverse vertical space coupling model - Google Patents
High-speed railway seamless turnout design method based on longitudinal and transverse vertical space coupling model Download PDFInfo
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- CN101714183B CN101714183B CN2009102368430A CN200910236843A CN101714183B CN 101714183 B CN101714183 B CN 101714183B CN 2009102368430 A CN2009102368430 A CN 2009102368430A CN 200910236843 A CN200910236843 A CN 200910236843A CN 101714183 B CN101714183 B CN 101714183B
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Abstract
The invention discloses a high-speed railway seamless turnout design method based on a longitudinal and transverse vertical space coupling model, which belongs to the technical field of railway engineering design. The invention considers the actual laying condition of a high-speed railway seamless turnout in more detail and can consider the interaction relation between a stock rail and a guide rail according to actual conditions, each resistance can be nonlinear resistance, and the value can be coincident to a measured value; the invention carries out structural check computation for the turnout so as to obtain the laid rail temperature variation amplitude range satisfying each control condition; the invention can carry out computational analysis and comparison for tongue rail and steel rail transverse deformation of the seamless turnouts adopting different tongue rail heel end structural forms; and the invention can also provide guide advice for the laying and maintenance of a limiter structure, the reasonable selection of fastener resistance, a rational layout method of wing rail end interval iron and the like. The invention is suitable for the design and check computation of the high-speed railway seamless turnout and can provide service for the design and maintenance of the high-speed railway seamless turnout.
Description
Technical field
The invention belongs to that railway engineering application is calculated and design field, particularly a kind of based on the high-speed railway seamless track switch method for designing of vertical space coupling model in length and breadth.
Background technology
Trans-section seamless railway is the track structure that adapts with the high-speed overload railway, is the gordian technique that high-speed railway must adopt.Because the high-speed railway train speed is higher, stricter to all more common seamless turnout of requirement of stressed, the distortion of track switch and how much morphemes, therefore need more perfect high-speed railway seamless track switch method for designing.When rail temperature amplitude of variation was big, high-speed railway seamless track switch each item transversely deforming amount was bigger, possibly surpass limit value.Travel safety and passenger's comfortableness when this might have influence on train at a high speed through track switch.Therefore for high-speed railway seamless track switch, not only need carry out conventional inspection and calculate, also should examine the transversely deforming of calculating heel of switch rail place rail.
In recent years, domestic a lot of scholar has carried out some research work to the stressed of seamless turnout and calculation of Deformation theory.But the theory of computation in these researchs need presuppose the interaction relationship of stock rail and guide rail, and it is parallel with stock rail to look guide rail, ignores the influence of frog angle; When supposing that stop primary and secondary piece reclines, connected, also limited relative displacement between the two basically fully by the sizable spring of rigidity between the two, this not exclusively conforms to actual conditions; Though considered the longitudinal stress and the distortion of track switch, ignored the transversely deforming of track switch, do not satisfy the high requirement of high-speed railway to horizontal how much morphemes of rail.
The design of newly-built high-speed railway seamless track switch requires a kind of modeling clear thinking, and is easy and simple to handle, can accurately reflect the calculating and the method for designing of high-speed railway seamless track switch space mechanics characteristic.
Summary of the invention
The objective of the invention is to; Provide a kind of based on the high-speed railway seamless track switch method for designing of vertical space coupling model in length and breadth; It is characterized in that the factors such as influence of the length travel of displacement coupling and rail between the actual change, stop alignment error, towing point in tongue, heart rail cross section to gauge considered in this high-speed railway seamless track switch design.In addition, influence and the only one-sided stock rail front part actual conditions that fastener arranged of direction of traffic have also been considered to point tongue, the most advanced and sophisticated displacement of heart rail;
In the transmittance process of high-speed railway seamless track switch TEMPERATURE FORCE and displacement, consider force transferring part: the influence of rail, fastener, sleeper, stop, interval iron and bolt specifically comprises the steps:
(1) during the rail modeling; Adopt beam element to simulate, rail carries out modeling by the actual cross-section attribute, considers sectional area, the moment of inertia of rail and reverses these parameters of moment of flexure; Rail is divided the finite-length beam unit according to supporting node, considers vertical, horizontal, vertical displacement of the lines and corner comprehensively.When calculating the point tongue transversely deforming; Consider variation, the coupling of the transversal displacement between the towing point and the rail length travel of the long-pending and moment of inertia of the actual cross-section of tongue influence to the tongue transversely deforming; Point tongue and movable point frogs front end retractable, the most advanced and sophisticated displacement of tongue or movable point frogs are its heel end displacement and free section telescopic displacement sum;
(2) fastener of switch area adopts the non-linear spring unit to simulate; Can consider the vertical, horizontal resistance and the vertical stiffness of fastener comprehensively; The spring action of vertical, horizontal fastener is on the rail supporting node; Can stop the vertical, horizontal displacement of rail with respect to track plate or switch tie, fastener vertical, horizontal resistance can be by constant or variable format input, and the fastener vertical stiffness is got the fulcrum rigidity of fastener;
(3) have the sleeper of tiny fragments of stone, coal, etc. track to adopt beam element to simulate, consider the actual parameters such as sectional area, height and moment of inertia of sleeper, sleeper is according to the supporting node division unit of less spacing, considers vertical, horizontal stroke, vertical displacement of the lines and corner comprehensively.Simulating to resistance employing non-linear spring unit in length and breadth of railway roadbed, the resistance of the Resistance Value unit of getting switch tie length can be by constant or variable format input; The railway roadbed vertical stiffness is simulated with vertical spring, and its value is by way of the bed support stiffness;
(4) stop structon mother tuber is non-absolute rigidity member, and along with the difference of relative displacement, its resistance also is non-linear, so heel of switch rail stop structure adopts the non-linear spring unit to simulate, and the data that the stop Resistance Value adopts correlation test to obtain; When calculating the transversely deforming of tongue rail, consider the least favorable influence of stop primary and secondary piece actual contact position when the rail temperature changes;
(5) wing rail end and frog heel end are fixed through the interval iron structure, and the interval iron structure adopts the non-linear spring unit to simulate, the data that the interval iron Resistance Value adopts correlation test to obtain;
(6), set up the high-speed railway seamless track switch overall calculation model of vertical in length and breadth space coupling through simulation and combination to each parts of track switch.
Principal feature based on aforementioned calculation Model Design method is: switch structure is comparatively detailed, can consider the interaction relationship between stock rail and guide rail by actual conditions, and various resistances all can be non-linear resistance, and value can be consistent with measured value; Consider the actual power transmission effect of parts such as stop, interval iron, and can draw the stressed of each group stop, interval iron in detail; Can calculate the mechanical characteristic of the seamless turnout of different heel of switch rail structural shapes and various operating modes, and track switch carried out structure inspection calculate, but and then draw the laid rail temperature amplitude of variation scope that satisfies each item controlled condition; Can carry out computational analysis and comparison to the tongue rail transversely deforming of the seamless turnout that adopts different heel of switch rail structural shapes; Also can instruction be provided to laying and maintenance, the choose reasonable of fastener resistance and the reasonable Arrangement method of wing rail space from end iron etc. of stop structure.
Description of drawings
Fig. 1 is wing rail space from end iron model of element figure.
Fig. 2 is the high-speed railway seamless track switch overall calculation illustraton of model of vertical in length and breadth space coupling.
Fig. 3 is ZK standard mobile load figure.
Fig. 4 tries hard to for the stock rail longitudinal temperature that heats up 50 ℃ the time.
Fig. 5 tries hard to for rail longitudinal temperature in heating up 50 ℃ the time.
Fig. 6 is the stock rail length travel figure 50 ℃ time that heats up.
Fig. 7 is rail length travel figure in heating up 50 ℃ the time.
Fig. 8 is heel of switch rail stop numbering correspondence position figure.
Fig. 9 is wing rail space from end iron numbering correspondence position figure.
Figure 10 is that straight tongue changes spirogram with straight stock rail gauge.
Figure 11 is bent tongue and the straight closely connected variation spirogram of stock rail.
Figure 12 be straight tongue with straight stock rail rail to changing spirogram.
Figure 13 is straight tongue and straight stock rail gauge variable quantity comparison diagram.
Figure 14 is bent tongue and the straight closely connected variable quantity comparison diagram of stock rail.
Figure 15 be straight tongue with straight stock rail rail to the variable quantity comparison diagram.
Figure 16 is the variation diagram of stop front side gap width in the fastening-down temperature of rail scope.
Figure 17 is the variation diagram of stop front side gap width with the rail temperature.
Figure 18 is the rate of change figure of stop front side gap width with the rail temperature.
Interval iron numbering figure when Figure 19 is provided with 3 groups of interval iron for the terminal every side of wing rail.
Interval iron numbering figure when Figure 20 is provided with 4 groups of interval iron for the terminal every side of wing rail.
Interval iron numbering figure when Figure 21 is provided with 5 groups of interval iron for the terminal every side of wing rail.
Embodiment
That the present invention provides is a kind of based on the high-speed railway seamless track switch method for designing of vertical space coupling model in length and breadth, and this method has been considered the factors such as influence of the length travel of displacement coupling and rail between the actual change, stop alignment error, towing point in tongue, heart rail cross section to gauge.In addition, influence and the only one-sided stock rail front part actual conditions that fastener arranged of direction of traffic have also been considered to point tongue, the most advanced and sophisticated displacement of heart rail;
In the transmittance process of high-speed railway seamless track switch TEMPERATURE FORCE and displacement, consider force transferring part: the influence of rail, fastener, sleeper, stop, interval iron and bolt specifically comprises the steps:
(1) during the rail modeling, adopt beam element to simulate.Rail carries out modeling by the actual cross-section attribute, considers sectional area, the moment of inertia of rail and reverses these parameters of moment of flexure, and rail is divided the finite-length beam unit according to supporting node, considers vertical, horizontal, vertical displacement of the lines and corner comprehensively.When calculating the point tongue transversely deforming, consider influence such as variation, the coupling of the transversal displacement between the towing point and the rail length travel of the long-pending and moment of inertia of the actual cross-section of tongue etc. to the tongue transversely deforming.Point tongue and movable point frogs front end retractable, the most advanced and sophisticated displacement of tongue or movable point frogs are its heel end displacement and free section telescopic displacement sum.
(2) fastener of switch area adopts the non-linear spring unit to simulate.Can consider the vertical, horizontal resistance and the vertical stiffness of fastener comprehensively.The spring action of vertical, horizontal fastener can stop the vertical, horizontal displacement of rail with respect to track plate or switch tie on the rail supporting node, fastener vertical, horizontal resistance can be by constant or variable format input, and the fastener vertical stiffness is got the fulcrum rigidity of fastener.
(3) there is the sleeper of tiny fragments of stone, coal, etc. track to select for use beam element to simulate, considers the actual parameters such as sectional area, height and moment of inertia of sleeper.Sleeper is according to the supporting node division unit of less spacing, can consider to indulge, horizontal, vertical displacement of the lines and corner comprehensively.Simulating to resistance employing non-linear spring unit in length and breadth of railway roadbed, the resistance of the Resistance Value unit of getting switch tie length can be by constant or variable format input; The railway roadbed vertical stiffness is simulated with vertical spring, and its value is by way of the bed support stiffness.
(4) stop structon mother tuber is non-absolute rigidity member, and along with the difference of relative displacement, its resistance also is non-linear, so heel of switch rail stop structure adopts the non-linear spring unit to simulate, and the data that the stop Resistance Value adopts correlation test to obtain.When calculating the transversely deforming of tongue rail, consider the least favorable influence of stop primary and secondary piece actual contact position when the rail temperature changes.。
(5) wing rail end and frog heel end are fixed through the interval iron structure, and the interval iron structure adopts the non-linear spring unit to simulate, the data that the interval iron Resistance Value adopts correlation test to obtain.Model part when the terminal every side of wing rail is provided with 4 groups of interval iron is as shown in Figure 1, only shows the rail unit that is connected with interval iron among the figure.
(6) through simulation and combination to each parts of track switch, the high-speed railway seamless track switch overall calculation model of setting up the coupling of vertical in length and breadth space is as shown in Figure 2.
Below in conjunction with embodiment and accompanying drawing content of the present invention is done explanation further, but content of the present invention is not limited only to content related among the embodiment.
Embodiment 1:
It is example that present embodiment adopts No. 42 non-fragment orbit seamless turnouts of high-speed railway Line for Passenger Transportation at a distance from 3 groups of stop structures of pillow (spacing value be followed successively by 7.0,6.5 and 6.0mm) with heel of switch rail,
As inspection calculation condition, the load diagram is chosen according to high-speed railway Line for Passenger Transportation relevant regulations, and is as shown in Figure 3 with ZK standard mobile load (travelling speed is pressed 350km/h and considered).
The rail longitudinal temperature advocates to want result of calculation to see table 1.
Table 1: the rail longitudinal temperature advocates to want result of calculation
Can know that by table 1 ratio of the maximum additional temp power of stock rail and additional temp power and cardinal temperature power all increases along with the increase of rail temperature amplitude of variation.With respect to the alignment error of not considering stop, under the least favorable situation of considering the stop alignment error, the ratio of the maximum additional temp power of stock rail and additional temp power and cardinal temperature power all increases to some extent.
To heat up 50 ℃, do not consider that the stop alignment error is that example provides the distribution of rail longitudinal temperature power like Fig. 4 and shown in Figure 5.Wherein, 0 of coordinate corresponding point tongue tip location.
Table 2: the main result of calculation of point of switch length travel
Table 3: the main result of calculation of the most advanced and sophisticated length travel of heart rail
The main result of calculation of the most advanced and sophisticated length travel of the point of switch and heart rail is seen table 2 and table 3." absolute displacement " finger tip rail or the heart rail length travel value under model coordinate systems (global coordinate system) wherein; The relative length travel value of " relative displacement " finger tip rail and stock rail or the relative length travel value of heart rail and wing rail.Can know that by table 2 and table 3 the most advanced and sophisticated length travel of tongue and heart rail increases along with the increase of rail temperature amplitude of variation.After considering the stop alignment error, point of switch length travel increases.The stop alignment error is very little to the influence of the most advanced and sophisticated length travel of heart rail, therefore can not consider the influence of stop alignment error to the most advanced and sophisticated length travel of heart rail.
Do not consider that the stop alignment error is that example provides rail length travel distribution like Fig. 6 and shown in Figure 7.Wherein, 0 of coordinate corresponding point tongue tip location.
The stressed main result of calculation of heel of switch rail stop is seen table 4.The stop numbering is as shown in Figure 8.
Table 4: the stressed main result of calculation of tongue butt stop
Can know that by table 4 the heel of switch rail stop is stressed to be increased along with the increase of rail temperature amplitude of variation.After considering the stop alignment error, the stressed increase of heel of switch rail stop.
Can know that through calculating the alignment error of heel of switch rail stop is very little to wing rail space from end iron stressing influence, therefore not consider that the stop alignment error is to the stressed influence of wing rail space from end iron.The stressed main result of calculation of wing rail space from end iron is seen table 5.The interval iron numbering is as shown in Figure 9.Can know that by table 5 the stressed increase with rail temperature amplitude of variation of wing rail space from end iron increases.
Table 5: the stressed main result of calculation of wing rail space from end iron
| The interval iron numbering | The |
The rail temperature changes 55 ℃ | The |
| 1 | 195.0 | 218.5 | 242.7 |
| 2 | 174.4 | 195.6 | 216.1 |
| 3 | 175.2 | 196.4 | 216.9 |
| 4 | 196.7 | 220.2 | 244.6 |
| 5 | 194.9 | 218.4 | 242.7 |
| 6 | 174.3 | 195.4 | 216.0 |
| 7 | 175.2 | 196.3 | 216.8 |
| 8 | 196.7 | 220.2 | 244.5 |
| Maximal value | 196.7 | 220.2 | 244.6 |
Through being examined calculation, above each item result of calculation can know; No. 42 non-fragment orbit seamless turnouts of 350 kilometers 60kg/m rail of speed per hour Line for Passenger Transportation heel of switch rail adopts when 3 groups of stop structures of pillow (spacing value is followed successively by 7.0,6.5 and 6.0mm, considers stop alignment error 1.5mm): each item inspection is calculated and is all satisfied controlled condition during 50 ℃ of heating and cooling; The intensity inspection that heats up 55 ℃ the time is calculated and is not satisfied controlled condition, and controlled condition is all satisfied in each item inspection calculation of lower the temperature 55 ℃ the time; The intensity inspection is calculated and is not all satisfied controlled condition during 60 ℃ of heating and cooling.
Embodiment 2:
When the rail temperature changed, because heel of switch rail and stock rail interconnect through force transferring part, heel of switch rail place rail can produce certain transversely deforming.Cause closely connected deficiency and gauge to change if senior general is crossed in this transversely deforming, influence travel safety and passenger's comfortableness above limit value.
It is that example provides detailed result of calculation that present embodiment adopts at a distance from 3 groups of stop structures of pillow (spacing value be followed successively by 7.0,6.5 and 6.0mm) with heel of switch rail; Calculated the rail temperature amplitude of variation tongue when heating up 50 ℃, 55 ℃ and 60 ℃ and the variation of stock rail gauge, closely connected variation and rail respectively to variation, and the result of calculation when not considering and considering the stop alignment error compares.
Do not consider the stop alignment error, rail temperature amplitude of variation is for heating up 60 ℃ the time, and tongue is 0.983mm with stock rail gauge maximum variable quantity, and closely connected maximum variable quantity is 0.042mm, and rail is 0.498mm to maximum variable quantity.The tongue rail each item transversely deforming amount of rail temperature amplitude of variation when heating up 50 ℃, 55 ℃ and 60 ℃ distribute as Figure 10 extremely shown in Figure 12.
Can be known by Figure 10 to Figure 12: rail each item transversely deforming amount all increases with rail temperature amplitude of variation.The maximal value of straight tongue and straight stock rail gauge variable quantity is all between the 6th towing point and heel of switch rail stop; The maximal value of bent tongue and the straight closely connected variable quantity of stock rail is all between the 4th towing point and the 5th towing point; Straight tongue and stock rail rail directly to the maximal value of variable quantity all between the 6th towing point and heel of switch rail stop.
With rail temperature amplitude of variation serves as heat up 60 ℃ be example, more do not consider and the rail transversely deforming amount at heel of switch rail place when considering the stop alignment error.Comparing result such as Figure 13 are to shown in Figure 15.Table 6 and table 7 are seen in the peaked contrast of each item transversely deforming amount.
Table 6: each item transversely deforming amount contrast when the rail temperature changes 60 ℃
Table 7: when the rail temperature changes 60 ℃ maximum gauge and rail to the time variability contrast
| Whether consider alignment error | Variability/mm/s during the maximum gauge | Maximum rail to the time variability/mm/s |
| Do not consider | 50.46 | 17.50 |
| Consider | 103.35 | 36.94 |
Can know by table 6 and table 7, establish 3 groups of stops (spacing value be respectively 7.0,6.5 and 6.0mm) at a distance from pillow, consider that the heel of switch rail place rail transversely deforming quantitative changeization after the stop alignment error of 1.5mm is bigger when heel of switch rail.During maximum gauge variability and maximum rail to the time variability increase by 104.8% and 111.1% respectively.This shows that the alignment error of stop structure is very big to the influence of heel of switch rail place rail transversely deforming.Therefore, when the heel of switch rail force transferring structure adopts stop, should the strict alignment error of controlling stop.
Embodiment 3:
Because China's different regions temperature range gap is bigger, therefore should select different heel of switch rail structural shapes for use in different regions according to the difference that the rail temperature amplitude of variation scope that track switch allowed behind the various heel of switch rail structural shapes is set.
Present embodiment is through calculating the inspection of No. 42 non-fragment orbit seamless turnouts of 350 kilometers 60kg/m rail of speed per hour Line for Passenger Transportation rail strength, stability, single bolt shearing, point of switch displacement, the most advanced and sophisticated displacement of heart rail and breaking joint value; With calculating and analysis to the transversely deforming of rail tongue; When determining under the parameter condition of present embodiment, adopting different heel of switch rail structural shape, the permission rail temperature amplitude of variation scope of No. 42 non-fragment orbit seamless turnouts of 350 kilometers 60kg/m rail of speed per hour Line for Passenger Transportation is seen table 8.With ZK standard mobile load (travelling speed press 350km/h consider) but confirm the laid rail temperature scope as inspection calculation condition, load illustrates and chooses according to the Line for Passenger Transportation relevant regulations, and is as shown in Figure 3.
Table 8: allow rail temperature amplitude of variation scope
| The heel of switch rail structural shape | Maximum intensification amplitude/℃ | Maximum cooling extent/℃ |
| At a distance from 2 groups of stop structures of pillow, spacing value is 10.0 and 9.5mm | 51 | 61 |
| At a distance from 3 groups of stop structures of pillow, spacing value is 10.0,9.5 and 9.0mm | 51 | 60 |
| At a distance from 2 groups of stop structures of pillow, spacing value is 7.0 and 6.5 |
50 | 59 |
| At a distance from 3 groups of stop structures of pillow, spacing value is 7.0,6.5 and 6.0 |
50 | 59 |
| Do not establish force transferring structure | 54 | 54 |
| At a distance from |
46 | 56 |
| At a distance from 3 groups of interval iron structures of pillow | 46 | 55 |
Can know that by table 8 under the parameter condition of present embodiment: heel of switch rail adopts when 3 groups of interval iron structures of pillow, and maximum intensification amplitude and maximum cooling extent sum are minimum; When heel of switch rail adopted separated pillow 2 group leader's large-spacing iron constructions or heel of switch rail not to establish force transferring structure, maximum intensification amplitude and maximum cooling extent sum were less; Heel of switch rail adopts at a distance from 3 groups of stop structures of pillow (spacing value be followed successively by 7.0,6.5 and 6.0mm) with when 2 groups of stop structures of pillow (spacing value be followed successively by 7.0 and 6.5mm); Maximum intensification amplitude is identical with maximum cooling extent sum, adopts maximum intensification amplitude and maximum cooling extent sum when resting the head on 3 groups of interval iron structures, separated pillow 2 group leader's large-spacing iron constructions and not establishing force transferring structure greater than heel of switch rail; Heel of switch rail adopts when 3 groups of stop structures of pillow (spacing value be followed successively by 10.0,9.5 and 9.0mm), and maximum intensification amplitude and maximum cooling extent sum are bigger; Heel of switch rail adopts when 2 groups of stop structures of pillow (spacing value be followed successively by 10.0 and 9.5mm), maximum intensification amplitude and maximum cooling extent sum maximum.
Embodiment 4:
Stop is as seamless turnout heel of switch rail force transferring structure, and being influences one of stressed key factor with distortion of seamless turnout.Research stop structon mother tuber gap width is significant to the laying and the maintenance of seamless turnout with the Changing Pattern of rail temperature.It is laying and the maintenance process that example provides stop primary and secondary block gap value that present embodiment adopts at a distance from 3 groups of stop structures of pillow (spacing value be followed successively by 7.0,6.5 and 6.0mm) with heel of switch rail.
Rail temperature when generally speaking, seamless turnout welds can change in ℃ scope of fastening-down temperature of rail ± 5.When the rail temperature when welding equaled fastening-down temperature of rail, stop primary and secondary piece should be strict placed in the middle.When the rail temperature in when welding is not equal to fastening-down temperature of rail, the gap width of stop primary and secondary piece when the rail temperature adjustment the when workmen can be according to welding is laid.
For No. 42 non-fragment orbit seamless turnouts of high-speed railway Line for Passenger Transportation, the variation of gap width in the fastening-down temperature of rail scope of stop front side is shown in figure 16.For just, 1#, 2#, 3# and 4#, 5#, 6# were stop numbering (the stop numbering is as shown in Figure 8, as follows) when the rail temperature was higher than fastening-down temperature of rail among the figure.
In track switch routine servicing maintenance, the stop gap width inspection in the time of can be according to different rail temperature is checked.For the seamless turnout stop structure of not laid according to regulation; If its primary and secondary block gap value is very unreasonable; When being unfavorable for the stressed of seamless turnout structure, can under the situation that stop primary and secondary piece does not contact, suitably adjust the gap width of stop primary and secondary piece according to rail temperature with distortion.
For No. 42 non-fragment orbit seamless turnouts of high-speed railway Line for Passenger Transportation, stop front side gap width is shown in figure 17 with the variation of rail temperature.Can find out that 1#, 2#, 3# stop and 4#, 5#, 6# stop primary and secondary block gap value are basic identical with rail temperature Changing Pattern.Under the parameter condition of present embodiment: when the rail temperature changes 31 ℃, 3#, 6# stop and 2#, the contact of 5# stop primary and secondary piece; When the rail temperature changes 32 ℃, 1# stop, the contact of 4# stop primary and secondary piece.
The unit temperature rate of change of stop primary and secondary piece front side gap width (current degree centigrade of gap width and last degree centigrade of gap width poor) is shown in figure 18.The unit temperature rate of change of each stop primary and secondary piece front side gap width is basic identical.Along with the increase of rail temperature, the unit temperature rate of change of stop primary and secondary piece front side gap width increases to 0.42 (0.40) mm by 0.02 (0.01) mm linearity.
When the rail temperature changed 31 ℃, 3#, 6# and 2#, 5# stop primary and secondary piece at first contacted.Influenced by this, the unit temperature rate of change of 1#, 4# stop primary and secondary piece front side gap width sharply is decreased to 0.07mm～0.14mm, and contact when the rail temperature changes 32 ℃.
Embodiment 5:
Present embodiment is mainly studied under the constant situation of No. 42 non-fragment orbit seamless turnouts of high-speed railway Line for Passenger Transportation basic structure, but through change stock rail or in the longitudinal resistance of rail fastener realize reducing main result of calculation such as rail additional temp power, point of switch displacement and increase the feasibility that allows the laid rail temperature scope.
Consider following four kinds of fastener resistance variation: (1) stock rail and lining rail fastener resistance all adopt standard resistance; (2) stock rail fastener resistance relative standard resistance increases 20%, and lining rail fastener resistance adopts standard resistance; (3) the stock rail fastener resistance adopts standard resistance, and lining rail fastener resistance relative standard resistance increases 20%; (4) stock rail fastener resistance relative standard resistance increases 20%, and rail fastener resistance relative standard resistance also increases 20% in the while.
Stride at a distance from pillow with heel of switch rail and to be provided with 3 groups and not wait separated pillow of gap stop structure (spacing value be followed successively by 7.0,6.5 and 6.0mm) and heel of switch rail to stride that 3 groups of interval iron structures are set is that example is calculated comparison.Rail temperature amplitude of variation is got 60 ℃.
Under the various fastener resistance patterns, adopt the main result of calculation of the track switch of above-mentioned 2 kinds of heel of switch rail structural shapes to see table 9 and 10.
Table 9: track switch result of calculation under each fastener resistance pattern condition when heel of switch rail is provided with 3 groups of stop structures
Can know by table 9; Heel of switch rail is striden at a distance from pillow and is provided with 3 groups when not waiting gap stop structure (spacing value be followed successively by 7.0,6.5 and 6.0mm); Relative fastener resistance pattern (1): under fastener resistance pattern (2) condition, the maximum additional temp power of stock rail increases 0.51%, and point of switch displacement reduces 0.29%; Under fastener resistance pattern (3) condition, the maximum additional temp power of stock rail reduces 9.39%, and point of switch displacement reduces 1.75%; Under fastener resistance pattern (4) condition, the maximum additional temp power of stock rail reduces 9.03%, and point of switch displacement reduces 1.98%.
Table 10: track switch result of calculation under each fastener resistance pattern condition when heel of switch rail is provided with 3 groups of interval iron structures
Can be known that by table 10 heel of switch rail is striden when 3 groups of interval iron structures are set at a distance from pillow, relatively fastener resistance pattern (1): under fastener resistance pattern (2) condition, the maximum additional temp power of stock rail increases 2.41%, and point of switch displacement reduces 0.96%; Under fastener resistance pattern (3) condition, the maximum additional temp power of stock rail reduces 4.38%, and point of switch displacement reduces 0.95%; Under fastener resistance pattern (4) condition, the maximum additional temp power of stock rail reduces 1.69%, and point of switch displacement reduces 1.71%.
With ZK standard mobile load (travelling speed press 350km/h consider) but confirm the laid rail temperature scope as inspection calculation condition, load illustrates and chooses according to the Line for Passenger Transportation relevant regulations.Under each fastener resistance pattern, but adopt the laid rail temperature scope of the track switch of above-mentioned 2 kinds of heel of switch rail structural shapes to see table 11 and table 12.
Table 11: when heel of switch rail is provided with 3 groups of stop structures
But track switch laid rail temperature scope under each fastener resistance pattern condition
| The fastener resistance pattern | Maximum intensification amplitude/℃ | Maximum cooling extent/℃ |
| Pattern (1) | 50 | 60 |
| Pattern (2) | 50 | 59 |
| Pattern (3) | 51 | 60 |
| Pattern (4) | 51 | 60 |
Can be known that by table 11 heel of switch rail is striden at a distance from pillow and is provided with 3 groups when not waiting gap stop structure (spacing value be 7.0,6.5 and 6.0mm), relative fastener resistance pattern (1): under fastener resistance pattern (2) condition, maximum rail temperature amplitude of variation is constant or reduce 1 ℃; Under fastener resistance pattern (3) condition, maximum rail temperature amplitude of variation is constant or increase 1 ℃; Under fastener resistance pattern (4) condition, maximum rail temperature amplitude of variation is constant or increase 1 ℃.
Table 12: when heel of switch rail is provided with 3 groups of interval iron structures
But track switch laid rail temperature scope under each fastener resistance pattern condition
| The fastener resistance pattern | Maximum intensification amplitude/℃ | Maximum cooling extent/℃ |
| Pattern (1) | 46 | 55 |
| Pattern (2) | 46 | 55 |
| Pattern (3) | 47 | 56 |
| Pattern (4) | 46 | 55 |
Can be known that by table 12 heel of switch rail is striden when 3 groups of interval iron structures are set at a distance from pillow, relatively fastener resistance pattern (1): under fastener resistance pattern (2) condition, maximum rail temperature amplitude of variation is constant; Under fastener resistance pattern (3) condition, maximum rail temperature amplitude of variation increases 1 ℃; Under fastener resistance pattern (4) condition, maximum rail temperature amplitude of variation is constant.
In sum, fastener resistance pattern (3) is more excellent, and the most advanced and sophisticated displacement of its tongue and heart rail is less, and the maximum additional temp power of stock rail, heel of switch rail and the stressed maximal value of the terminal single force transferring part of wing rail are minimum, and maximum intensification amplitude and cooling extent are all maximum.
Can know that through comparative analysis under the said parameter condition of present embodiment, when conditions permit, rail fastener resistance in can suitably increasing is beneficial to control the stressed of seamless turnout and distortion.
Embodiment 6:
Present embodiment serves as that to heat up 60 ℃ the time be example with rail temperature amplitude of variation; Calculating heel of switch rail adopts and strides 2 groups of stop structures (spacing value be followed successively by 7.0 and 6.5mm) and heel of switch rail at a distance from pillow and adopt at a distance from the main result of calculation of resting the head on when striding 2 group leader's large-spacing iron constructions; The wing rail end is provided with 3 groups, 4 groups and 5 groups of interval iron considerations by every side respectively, and corresponding interval iron numbering sees that Figure 19 is to shown in Figure 21.
Under the aforementioned calculation condition, the main result of calculation of the track switch when the wing rail end is provided with the varying number interval iron is seen table 13 and table 14.
Table 13: heel of switch rail is provided with the main result of calculation of track switch of 2 groups of stop structures
Table 14: heel of switch rail is provided with the main result of calculation of track switch of 2 group leader's large-spacing iron constructions
Can know by table 13 and table 14, adopt the wing rail space from end iron of varying number, for point of switch displacement, stock rail additional temp power and the heel of switch rail list group force transferring part of track switch stressed influence very little, can not consider.This is because No. 42 non-fragment orbit seamless turnouts of high-speed railway Line for Passenger Transportation length is longer; Wing rail space from end iron position is far away apart from the point of switch and heel end; And if the stock rail additional temp of track switch advocates to pass to stock rail by the heel of switch rail force transferring structure, so the quantity of wing rail space from end iron is little for the The above results influence.Can know that equally different heel of switch rail structural shapes is to the relative changing of the relative positions amount of the stressed and bolt not influence basically of wing rail space from end iron, and is also very little to the influence of the most advanced and sophisticated displacement of heart rail.
When the quantity of wing rail space from end iron increased, the suffered maximum, force of the terminal single group interval iron of wing rail decreased.When every side interval iron increases to 4 groups and when increasing to 5 groups by 4 groups by 3 groups respectively, the suffered maximum, force of the terminal single group interval iron of wing rail reduces by 19.5% and 14.6% respectively.This shows that the number of the terminal every side interval iron of increase wing rail is stressed to it all to be favourable with being out of shape.The arrangement space of considering wing rail space from end iron is limited, and current scheme is still adopted in suggestion, and promptly the terminal every side of wing rail is arranged 4 groups of interval iron.
Can know that by above-mentioned analysis in the present embodiment heel of switch rail structural shape is to the stressed not influence basically of wing rail space from end iron.Therefore; Rail temperature amplitude of variation is for heating up 60 ℃ the time, heel of switch rail adopt at a distance from pillow stride 2 groups of stop structures (spacing value be followed successively by 7.0 and 6.5mm) or when pillow is striden 2 group leader's large-spacing iron constructions the wing rail end of the track switch of different interval iron quantity organize respectively that interval iron is stressed sees table 15.Corresponding interval iron numbering sees that Figure 19 is to shown in Figure 21.
Table 15: it is stressed that the wing rail end is respectively organized interval iron
Can know by table 15, the increase of the interval iron quantity that is provided with along with the terminal every side of wing rail, the TEMPERATURE FORCE maximal value that the terminal single group interval iron of wing rail receives diminishes.
The stressed sum of more one-sided interval iron is set at track switch wing rail end under the condition of interval iron of varying number.Consider the difference of Theoretical Calculation and actual loading, result of calculation multiply by 1.2 safety coefficient.
Can know by above-mentioned analysis in the present embodiment; The heel of switch rail structural shape is to the stressed not influence basically of wing rail space from end iron; Therefore heel of switch rail adopts at a distance from pillow and strides 2 groups of stop structures (spacing value be followed successively by 7.0 with 6.5mm) or the stressed sum of one-sided wing rail space from end iron when pillow is striden 2 group leader's large-spacing iron constructions is identical, and result of calculation is seen table 16.
Table 16: the stressed sum of one-sided wing rail space from end iron relatively
Can know by table 16: stride 2 groups of stop structures (spacing value be followed successively by 7.0 and 6.5mm) or when pillow was striden 2 group leader's large-spacing iron constructions, the stressed summation of the terminal force transferring part of wing rail all can be by being not more than the 1150kN design when heel of switch rail adopts at a distance from pillow.
For the scheme that has adopted at present, promptly the wing rail end adopts the situation of 4 groups of interval iron of every side.Consider the not equal factor (when supposition has an interval iron not transmit TEMPERATURE FORCE, the stressed increase 33% of interval iron) of bolt torque between the homonymy different interval iron, the stressed maximal value of the single interval iron of homonymy also should multiply by 1.33 nonuniformity coefficient.Then single group interval iron stressed maximal value in both sides is respectively: front 391.4kN, bent side 391.2kN.
Condition is calculated in inspection by the single bolt shearing of interval iron:
The maximum weighted limit value that obtains the interval iron of 3 M27 high-strength bolts is (friction resistance that three bolts, bolt torques are the single interval iron of 1100Nm is taken as 108kN):
Therefore, requirement is calculated in the stressed satisfied inspection of wing rail space from end iron bolt, and safe surplus capacity is about 30.3%.
Claims (1)
1. one kind based on the high-speed railway seamless track switch method for designing of vertical space coupling model in length and breadth; It is characterized in that; The factors such as influence of the length travel of displacement coupling and rail between the actual change, stop alignment error, towing point in tongue, heart rail cross section to gauge considered in this high-speed railway seamless track switch design; In addition, influence and the only one-sided stock rail front part actual conditions that fastener arranged of direction of traffic have also been considered to point tongue, the most advanced and sophisticated displacement of heart rail;
In the transmittance process of high-speed railway seamless track switch TEMPERATURE FORCE and displacement, consider force transferring part: the influence of rail, fastener, sleeper, stop, interval iron and bolt specifically comprises the steps:
(1) during the rail modeling; Adopt beam element to simulate, rail carries out modeling by the actual cross-section attribute, considers sectional area, the moment of inertia of rail and reverses these parameters of moment of flexure; Rail is divided the finite-length beam unit according to supporting node, considers vertical, horizontal, vertical displacement of the lines and corner comprehensively; When calculating the point tongue transversely deforming; Consider variation, the coupling of the transversal displacement between the towing point and the rail length travel of the long-pending and moment of inertia of the actual cross-section of tongue influence to the tongue transversely deforming; Point tongue and movable point frogs front end retractable, the most advanced and sophisticated displacement of tongue or movable point frogs are its heel end displacement and free section telescopic displacement sum;
(2) fastener of switch area adopts the non-linear spring unit to simulate; Can consider the vertical, horizontal resistance and the vertical stiffness of fastener comprehensively; The spring action of vertical, horizontal fastener is on the rail supporting node; Can stop the vertical, horizontal displacement of rail with respect to track plate or switch tie, fastener vertical, horizontal resistance can be by constant or variable format input, and the fastener vertical stiffness is got the fulcrum rigidity of fastener;
(3) have the sleeper of tiny fragments of stone, coal, etc. track to adopt beam element to simulate, consider the actual parameters such as sectional area, height and moment of inertia of sleeper, sleeper is according to the supporting node division unit of less spacing, considers vertical, horizontal stroke, vertical displacement of the lines and corner comprehensively; Simulating to resistance employing non-linear spring unit in length and breadth of railway roadbed, the resistance of the Resistance Value unit of getting switch tie length can be by constant or variable format input; The railway roadbed vertical stiffness is simulated with vertical spring, and its value is by way of the bed support stiffness;
(4) stop structon mother tuber is non-absolute rigidity member, and along with the difference of relative displacement, its resistance also is non-linear, so heel of switch rail stop structure adopts the non-linear spring unit to simulate, and the data that the stop Resistance Value adopts correlation test to obtain; When calculating the transversely deforming of tongue rail, consider the least favorable influence of stop primary and secondary piece actual contact position when the rail temperature changes;
(5) wing rail end and frog heel end are fixed through the interval iron structure, and the interval iron structure adopts the non-linear spring unit to simulate, the data that the interval iron Resistance Value adopts correlation test to obtain;
(6), set up the high-speed railway seamless track switch overall calculation model of vertical in length and breadth space coupling through simulation and combination to each parts of track switch.
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| 陶凯等.桥上无缝交叉渡线纵横向耦合模型.《都市快轨交通》.2007,第20卷(第3期),全文. * |
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