CN108647394B - Turnout steel rail shape design method based on wheel rail contact stress - Google Patents

Turnout steel rail shape design method based on wheel rail contact stress Download PDF

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CN108647394B
CN108647394B CN201810330200.1A CN201810330200A CN108647394B CN 108647394 B CN108647394 B CN 108647394B CN 201810330200 A CN201810330200 A CN 201810330200A CN 108647394 B CN108647394 B CN 108647394B
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contact stress
wheel
optimized
rail
steel rail
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CN108647394A (en
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王军平
赵向东
马德礼
单连琨
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China Railway Materials General Operation and Maintenance Technology Co Ltd
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    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/20—Design optimisation, verification or simulation
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B5/00—Rails; Guard rails; Distance-keeping means for them
    • E01B5/02—Rails
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B7/00—Switches; Crossings
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/10—Geometric CAD
    • G06F30/15—Vehicle, aircraft or watercraft design
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F2119/00—Details relating to the type or aim of the analysis or the optimisation
    • G06F2119/04—Ageing analysis or optimisation against ageing
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F2119/00—Details relating to the type or aim of the analysis or the optimisation
    • G06F2119/06—Power analysis or power optimisation

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Abstract

The invention discloses a turnout steel rail appearance design method based on wheel rail contact stress, which comprises the following specific steps: and setting the original appearance of the turnout steel rail and the corresponding tread appearance to obtain a contact stress curve between the wheel rails. Then, carrying out interval division on the contact stress curve, selecting a certain peak value for carrying out optimization design: the method comprises the steps of firstly setting the expected maximum contact stress, then solving the width of an optimized interval and the optimized curvature radius, and then reversely deducing the shape of the steel rail according to a curvature reverse-deducing method. And setting the expected maximum contact stress according to the maximum value of the contact stress curve between the wheel rails, obtaining the expected optimized curvature radius and the optimized interval width, then reversely pushing the steel rail shape, and splicing to complete the complete turnout steel rail shape. And performing wheel-rail contact calculation analysis to obtain an optimized contact stress curve and an original contact stress curve, if the contact stress curve does not meet the requirement, modifying the design parameters, and recalculating until the requirement is met. The steel rail profile designed by the method has the advantages of good stability, less abrasion and high safety.

Description

Turnout steel rail shape design method based on wheel rail contact stress
Technical Field
The invention relates to a turnout steel rail shape design method, in particular to a turnout steel rail shape design method based on wheel rail contact stress.
Background
The turnout is an important component in a railway track structure, is main equipment for guiding rolling stock to change or cross a station track, and is one of the weakest structures in the track structure due to the large application quantity, the complex structural form, the low traffic safety, the short service life and the large maintenance and repair investment. The turnout completely meets the requirement of safe and stable operation of a train at the initial stage of the turnout on the upper track, and along with the extension of the operation time, the turnout gradually deforms and is damaged and accumulated under the load action of the train, the temperature and the like, the state is continuously deteriorated, the working performance is continuously reduced, and the turnout switch rail has fatigue cracks, crushing and the like.
The appearance of the turnout steel rail is closely related to the dynamic performance of vehicles, the fatigue wear of the steel rail and the like, but the design of the appearance of the turnout steel rail is a long-standing problem in the railway industry. Adopting manual trial and error method since birth of railway! The method is characterized in that a straight line and a circular arc curve are combined and manually designed by virtue of professional experience, and then the wheel track geometric matching analysis and actual application test are carried out. Such design methods are not directly linked to vehicle dynamics and rail fatigue wear, and therefore do not meet the special requirements of reducing wheel rail fatigue wear and contact stress. The problem is more prominent along with the rapid development of high-speed railways and the large-scale construction of urban subways, and a scientific design method which can reduce the contact fatigue and the abrasion of turnout rails and consider the shapes of different wheels is urgently needed.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provide a turnout steel rail shape design method based on wheel rail contact stress, which has the advantages of good stability, less abrasion and high safety.
The invention relates to a turnout steel rail appearance design method based on wheel rail contact stress, which is realized by the following steps:
step 1: and (4) giving the original appearance of the turnout steel rail and the corresponding tread appearance, and obtaining contact stress curves between the wheel rails at different transverse displacement positions.
Step 2: setting the maximum stress value P in the contact stress curve obtained by calculation in the step 1 at each transverse displacement according to the step 1maxThe expected maximum contact stress is set.
And step 3: obtaining the expected wheel-rail contact stress P of the wheel rail under each transverse displacement according to the step 2expAnd interpolating in the contact stress curve at the position corresponding to the transverse displacement to obtain the abscissa of the optimized interval.
And 4, step 4: obtaining the expected wheel-rail contact stress P of the wheel rail under each transverse displacement according to the step 2expAnd determining the optimized radius of the contact point of the steel rail profile at each transverse displacement.
And 5: and 4, reversely deducing the optimized profile of the turnout rail in the optimized interval according to the expected curvature radius obtained in the step 4.
Step 6: and (3) splicing the optimized profile obtained in the step (4) in the optimized interval obtained in the step (3) by combining the original turnout rail profile outside the optimized interval and adopting the original turnout rail profile to obtain the primarily optimized turnout rail profile.
And 7: and (3) obtaining maximum contact stress curves between the wheel rails at each transverse displacement of the wheel pair by adopting the preliminarily optimized turnout steel rail profile obtained in the step (6) and the wheel tread profile and the related contact parameters given in the step (1), and comparing the maximum contact stress curves between the wheel rails at each transverse displacement with the original contact stress curves obtained in the step (1). If the contact stress after optimization at the current traverse amount is larger than the corresponding value of the contact stress curve in the step 1, or smaller than the corresponding value of the original curve but larger than the convergence tolerance, adjusting the maximum contact stress and the optimization interval of the expected wheel track at the traverse amount, and then executing the steps 4-7; otherwise, comparing the maximum contact stress curve between the wheel tracks at the next transverse displacement with the original contact stress curve obtained in the step 1; and outputting the optimized turnout steel rail profile until the actually designed maximum contact stress is smaller than the original maximum value and smaller than the convergence tolerance.
The invention has the advantages that:
1. the invention relates to a turnout steel rail appearance design method based on wheel rail contact stress, which adjusts the steel rail profile based on a turnout steel rail curvature back-pushing method, and an adjustment function is easy to control the local optimized width and the expected contact stress of a steel rail, and can ensure that the steel rail profile is smooth and conductive.
2. The turnout steel rail shape design method based on the wheel rail contact stress can reduce the maximum contact stress between the wheel rails to the minimum through continuous iteration.
3. The turnout steel rail appearance design method based on the wheel rail contact stress can ensure that the position of the contact point between the wheel rails does not change as much as possible.
4. The turnout steel rail appearance design method based on the wheel rail contact stress can reduce the abrasion among the wheel rails and prolong the service life of the steel rail by the optimized turnout steel rail.
Drawings
FIG. 1 is a flow chart of a turnout steel rail shape design method based on wheel rail contact stress;
FIG. 2 is a schematic diagram of an optimized interval set in the turnout steel rail shape design method based on wheel rail contact stress;
fig. 3 is a schematic diagram of a change curve between different curvature radii and contact stress on a steel rail in the turnout steel rail shape design method based on wheel rail contact stress.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings.
A turnout steel rail shape design method based on wheel rail contact stress is disclosed, as shown in figure 1, and comprises the following steps:
step 1: obtaining maximum contact stress curves between wheel rails under different transverse displacement of the wheel pair;
the tread shape of the wheel, the shape of the turnout steel rail to be optimized and relevant wheel rail contact parameters are given, according to wheel rail geometric matching calculation, the wheel rail contact range and the maximum contact stress between wheel rails at different transverse displacement positions of the wheel pair are calculated by using the Hertz contact theory, and then the maximum contact stress curve between the wheel rails at each transverse displacement position can be obtained.
Step 2: setting the expected wheel-rail contact stress of the wheel rail under each transverse displacement;
according to the maximum value P of the stress in the contact stress curve calculated in the step 1maxThe contact point position of the rail profile and the wheel profile of the wheel rail turnout at each transverse displacement is determined, the curvature radius of the contact point of the rail and the wheel can be obtained, and the maximum value P of the contact stress is based onmaxSetting a desired value P of contact stressexp：
Pexp＝Pmax-kp(Pmax-Pave)(0≤kp≤1)
Wherein, PaveIs PmaxMean contact stress, k, at the actual contact area of the wheel railpFor adjusting the coefficient, the value range is (0, 1), if the adjusting coefficient is too small, it is desired to connectContact stress curve P ═ Hetze (R) of rail curvature radius and contact stressr) Outward interpolation occurs in the curve, so that the method cannot be continued. Therefore, if this occurs, the coefficient k is adjustedpThe situation of outward interpolation will be avoided by the method of self-subtraction.
And step 3: obtaining the expected wheel-rail contact stress P of the wheel rail under each transverse displacement according to the step 2expInterpolating in the contact stress curve corresponding to the transverse displacement to obtain a relative abscissa, namely the abscissa of the optimized interval; as shown in FIG. 1, the abscissa of the optimization interval at the current amount of traverse is hB～hC. The range between the two abscissas is the local optimization interval.
And 4, step 4: determining the optimized radius of the contact point of the steel rail profile at each transverse displacement according to the expected contact stress;
the position of the wheel-rail contact point is not changed, the curvature radius of the wheel-rail contact point is changed, and the maximum value P of the contact stress under different steel rail curvature radii is Hetze (R) by utilizing the Hertz contact theoryr) As shown in fig. 2, the variation curves between different curvature radii and contact stresses on the rail can be obtained. According to the expected contact stress P of the wheel rail in the step 2expAnd combining the maximum value P of the contact stress at different curvature radiuses to obtain the expected curvature radius at the contact point of the wheel rail.
And 5: and (4) reversely deducing the optimized profile of the turnout rail in the optimized interval according to the expected curvature radius obtained in the step (4):
step 6: the complete rail profile is obtained by splicing.
And (3) splicing the optimized profile obtained in the step (4) in the optimized interval obtained in the step (3) by combining the original turnout rail profile outside the optimized interval and adopting the original turnout rail profile to obtain the primarily optimized turnout rail profile. And if the optimized part and the original part have vertical position difference during splicing, splicing by mainly using the optimized part profile and respectively reducing or improving the original part steel rail profiles on the inner side and the outer side of the optimized part profile.
And 7: performing wheel-rail contact calculation analysis;
and (3) calculating the profile of the turnout steel rail after the initial optimization obtained in the step (6) and the tread profile and the related contact parameters of the wheel given in the step (1) according to geometric matching of the wheel and the rail, solving the maximum contact stress curve between the wheel and the rail under each transverse displacement by using a Hertz contact theory, and comparing the maximum contact stress curve between the wheel and the rail at each transverse displacement with the original contact stress curve obtained in the step (1). If the contact stress after optimization at the current traverse amount is larger than the corresponding value of the contact stress curve in the step 1, or smaller than the corresponding value of the original curve but larger than the convergence tolerance, adjusting the maximum contact stress and the optimization interval of the expected wheel track at the traverse amount, and then executing the steps 4-7; otherwise, comparing the maximum contact stress curve between the wheel rails at the next transverse displacement with the original contact stress curve obtained in the step 1. And outputting the optimized turnout steel rail profile until the actually designed maximum contact stress is smaller than the original maximum value and smaller than the convergence tolerance.

Claims (1)

1. A turnout steel rail appearance design method based on wheel rail contact stress is characterized in that: the method is realized by the following steps:
step 1: giving the original appearance of the turnout steel rail and the corresponding appearance of the tread, and obtaining contact stress curves between the wheel rails at different transverse displacement positions;
step 2: setting the maximum stress value P in the contact stress curve obtained by calculation in the step 1 at each transverse displacement according to the step 1maxSetting a desired maximum contact stress; the expected maximum contact stress is:
Pexp＝Pmax-kp(Pmax-Pave)(0≤kp≤1)
wherein, PaveIs PmaxMean contact stress, k, at the actual contact area of the wheel railpTo adjust the coefficient;
and step 3: obtaining the expected wheel-rail contact stress P of the wheel rail under each transverse displacement according to the step 2expInserting a value in a contact stress curve corresponding to the transverse displacement to obtain an optimized interval abscissa;
and 4, step 4: obtaining the expected wheel-rail contact stress P of the wheel rail under each transverse displacement according to the step 2expDetermining the optimized radius of the contact point of the steel rail profile at each transverse displacement;
and 5: reversely deducing the optimized profile of the turnout steel rail in the optimized interval according to the expected curvature radius obtained in the step 4; the optimized profile of the turnout steel rail is realized by the following formula:
yi+1＝yi+Rri×(-sin(θi)+sin(θi+li/Rri))
zi+1＝zi+Rri×(cos(θi)-cos(θi+li/Rri))
wherein (y)i,zi) And (y)i+1,zi+1) Coordinate positions of the ith and i +1 th points on the profile of the steel rail in the y direction and the z direction respectively, wherein the y direction is transverse, and the z direction is vertical; rriIs the radius of curvature of the ith point; thetaiAt the ith point with radius RriAngle on the arc of (a); liIs the displacement between the ith and i +1 point;
step 6: splicing the optimized profile obtained in the step 4 in the optimized interval obtained in the step 3 by combining the original turnout steel rail profile outside the optimized interval to obtain a primarily optimized turnout steel rail profile;
and 7: obtaining maximum contact stress curves between the wheel rails at each transverse displacement of the wheel set by adopting the preliminarily optimized turnout steel rail profile obtained in the step 6 and the wheel tread profile and the related contact parameters given in the step 1, and respectively comparing the maximum contact stress curves between the wheel rails at each transverse displacement with the original contact stress curves obtained in the step 1; if the contact stress after optimization at the current traverse amount is larger than the corresponding value of the contact stress curve in the step 1, or smaller than the corresponding value of the original curve but larger than the convergence tolerance, adjusting the maximum contact stress and the optimization interval of the expected wheel track at the traverse amount, and then executing the steps 4-7; otherwise, comparing the maximum contact stress curve between the wheel tracks at the next transverse displacement with the original contact stress curve obtained in the step 1; and outputting the optimized turnout steel rail profile until the actually designed maximum contact stress is smaller than the original maximum value and smaller than the convergence tolerance.
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CN110239588B (en) * 2019-06-12 2020-08-18 中国神华能源股份有限公司 Wheel set tread wear determination method and device
CN112507478B (en) * 2020-11-16 2024-01-30 中国铁道科学研究院集团有限公司铁道建筑研究所 60kg/m steel rail profile improvement method
CN112836272B (en) * 2021-01-20 2023-09-01 北京交通大学 High-speed railway steel rail profile optimization design method based on neural network model

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