CN113065270A - Method for determining stroke of single-opening turnout traction point - Google Patents
Method for determining stroke of single-opening turnout traction point Download PDFInfo
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- CN113065270A CN113065270A CN202110393215.4A CN202110393215A CN113065270A CN 113065270 A CN113065270 A CN 113065270A CN 202110393215 A CN202110393215 A CN 202110393215A CN 113065270 A CN113065270 A CN 113065270A
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- traction point
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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
- G06F30/23—Design optimisation, verification or simulation using finite element methods [FEM] or finite difference methods [FDM]
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- 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
- G06F2119/14—Force analysis or force optimisation, e.g. static or dynamic forces
Abstract
The invention relates to a method for determining the stroke of a single turnout traction point, which comprises the following steps: establishing a finite element analysis model of the switch blade based on the actual design parameters of the switch blade; and optimally designing the traction point stroke of the novel No. 9 single turnout of the 60kg/m steel rail based on the established switch rail conversion calculation model. The invention can meet the requirement of the minimum rim groove through the stroke design of the traction point, and has certain safety margin; the matching of the strokes of the two traction points is better, the stress of the switch rail is reasonable, the deformation is coordinated, and the traction force of the second traction point can be reduced to the greatest extent.
Description
Technical Field
The invention relates to the field of rail transit, in particular to a method for determining the stroke of a single turnout traction point.
Background
Based on a large number of problems existing in the use of the existing No. 9 single turnout of the 60kg/m steel rail, a series of structural optimization is carried out on the turnout, and a novel No. 9 single turnout of the 60kg/m steel rail is developed. Wherein the first traction point is spaced 3625mm from the second traction point, which is spaced 5675mm from the point-securing end. Due to the fact that the position of the traction point and the length of the switch rail are optimized, existing traction point stroke design is not suitable, and therefore the traction point stroke needs to be optimized.
A No. 9 single turnout conversion calculation model of the 60kg/m steel rail is established based on a finite element method, and the optimal design is carried out on the traction point stroke of the No. 9 single turnout of the 60kg/m steel rail based on simulation calculation.
Disclosure of Invention
The invention provides a method for determining the stroke of a single turnout traction point, aiming at solving the problem that the original traction point stroke design is not suitable in the prior art.
The invention provides a method for determining the stroke of a single turnout traction point, which comprises the following steps:
s1, establishing a finite element analysis model of the switch blade based on the actual design parameters of the switch blade;
s2, fixing the first traction point stroke of the switch blade according to the general design principle of the railway switch aiming at the finite element analysis model;
s3, presetting a plurality of first working conditions, wherein the stroke of a second traction point of each first working condition is an arithmetic progression;
s4, simulating a first working condition through a first traction point stroke and a second traction point stroke of the first working condition to obtain a minimum rim groove value of the first working condition;
s5, comparing the minimum rim groove value of each first working condition with a first threshold value, and reserving a second traction point stroke of the first working condition corresponding to the first threshold value;
s6, setting the first traction point stroke as a free stroke, and simulating each working condition according to the reserved second traction point stroke and the first threshold value to obtain a first traction point free stroke amount of the second working condition;
and S7, selecting the working condition with the first stroke closest to the first traction point stroke of the fixed switch point rail in the second working conditions as the single switch traction point stroke result.
As a preferred mode, the actual design parameters in step S1 specifically include the set material density, elastic modulus, and poisson' S ratio.
The invention relates to a method for determining the travel of a single turnout traction point, which is a preferable mode, and the step S1 specifically comprises the following steps:
s11, simulating the switch rail by adopting an entity unit, and importing actual design parameters;
s12, respectively leading in the characteristic cross section of the switch rail from the switch rail tip to the full cross section of the switch rail;
s13, linear interpolation transition is adopted among all characteristic sections;
and S14, setting the switch rail heel end as fixed constraint, and simulating the fastener system of the switch rail heel end and the friction force borne by the switch rail by adopting the spring unit to establish a finite element analysis model of the switch rail.
The invention relates to a method for determining the stroke of a single turnout traction point, which is a preferable mode, and the characteristic section in the step S12 specifically comprises the following steps: the width of the switch rail top is 0mm section, 5mm section, 20mm section, 50mm section and full section.
As an optimal mode, the first threshold value is the sum of the required quantity of the minimum wheel edge groove and the planing and cutting quantity of the working side of the straight stock rail.
The design of the travel of the traction point must meet the requirement of the minimum rim groove, i.e. the distance between the non-working edge of the point rail and the working edge of the stock rail must be more than or equal to 65mm in the repulsion-separation state of the point rail. Because the working side of the straight stock rail is sliced by 5mm, the minimum rim groove width needs to be more than or equal to 70 mm.
The invention has the following beneficial effects:
(1) the method is based on finite element simulation calculation to obtain the deformation of the switch rail in the repulsion-separation state, and the deformation is more consistent with the actual situation.
(2) The traction point stroke design can meet the requirement of a minimum rim groove and has a certain safety margin.
(3) The matching of the strokes of the two traction points is better, the stress of the switch rail is reasonable, the deformation is coordinated, and the traction force of the second traction point can be reduced to the greatest extent.
(4) Matched with the structural characteristics of a novel No. 9 single turnout of a 60kg/m steel rail.
Drawings
Fig. 1 is a flow chart diagram of a method for determining the stroke of a single turnout traction point.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments.
Example 1
As shown in fig. 1, a method for determining the travel of a single turnout traction point includes the following steps:
s1, simulating the switch rail by adopting a solid unit, and introducing actual design parameters, wherein the material density is 7850kg/m3, the elastic modulus is measured to be 2.1 multiplied by 1011Pa, and the Poisson ratio is 0.3;
s2, respectively leading in each characteristic section of the switch rail from the tip of the switch rail to the full section of the switch rail, wherein the characteristic sections are respectively a section with the width of 0mm, a section with the width of 5mm, a section with the width of 20mm, a section with the width of 50mm and the full section of the switch rail;
s3, linear interpolation transition is adopted among all characteristic sections;
s4, setting the switch rail heel end as a fixed constraint, simulating the friction force borne by the switch rail heel end fastener system and the switch rail by adopting a spring unit, and establishing a finite element analysis model of the switch rail;
s5, fixing the first traction point stroke of the switch blade according to the general design principle of the railway switch aiming at the finite element analysis model;
s6, four first working conditions are preset, the difference between the second traction point strokes of the first working conditions is 5mm, and the four conditions of the first working conditions are as follows:
the first traction point has the stroke of 160mm, and the second traction point has the stroke of 75mm (the design value of No. 9 single turnout of a 60kg/m steel rail);
the first traction point stroke is 160mm, and the second traction point stroke is 80 mm;
the first traction point stroke is 160mm, and the second traction point stroke is 85 mm;
the first traction point has the stroke of 160mm, and the second traction point has the stroke of 90 mm;
s7, simulating a first working condition through a first traction point stroke and a second traction point stroke of the first working condition, and obtaining a minimum rim groove value of the first working condition: 65.2mm, 70.0mm, 74.8mm, 79.6 mm;
s8, comparing the minimum rim groove value of each first working condition with 70mm, and reserving a second traction point stroke of the first working condition corresponding to the distance larger than 70 mm;
according to the calculation result, when the traction stroke is designed by adopting the existing No. 9 single turnout of the 60kg/m steel rail, the minimum wheel rim groove is 65.2mm, the requirement cannot be met, and the safe passing of the train through the turnout can be influenced. The minimum rim groove gradually increases with the increase of the stroke of the second traction point. When the stroke of the second traction point reaches 80mm, the minimum rim groove is 70.0mm, the requirement can be met, but no safety margin exists, and the requirement cannot be met in consideration of the influence of manufacturing tolerance. When the stroke of the second traction point reaches 85mm and 90mm, the minimum rim grooves are 74.8mm and 79.6mm respectively, and a relatively sufficient safety margin is provided;
s9, on the basis of meeting the minimum rim groove, the traction force of the first traction point and the second traction point is reduced as much as possible by designing the traction point stroke, and the working power of the switch machine is reduced. In addition, need make the deformation coordination of switch blade as far as possible, avoid the inhomogeneous deformation of switch blade, consequently set up first traction point stroke as the free stroke, simulate each operating mode according to the second traction point stroke that remains and 70mm, obtain the first traction point free stroke volume of second operating mode, the second operating mode specifically is as follows:
the first traction point is not controlled, and the stroke of the second traction point is 85 mm;
the first traction point is not controlled, and the stroke of the second traction point is 90 mm;
s10, it is found from the calculation results that when the first traction point is released and the second traction point moves by 85mm, the free movement of the first traction point is 166mm, and when 160mm of movement is applied to the first traction point, the point rail deforms more harmoniously, and the first traction point and the second traction point move more harmoniously. When the first traction point is released and the stroke of the second traction point is increased to 90mm, the traction force of the second traction point is increased, in addition, the free stroke of the first traction point reaches 176mm, at the moment, if the stroke of 160mm is applied to the first traction point, the point rail deformation becomes uncoordinated, the first traction point generates reverse barrier effect, and the traction force of the second traction point is further increased.
In summary, based on the simulation calculation, it can be known that when the traction stroke of the second traction point is set to 85mm, the requirement of the minimum rim groove can be met, a certain safety margin is reserved, meanwhile, the deformation of the switch rail can be relatively coordinated, the strokes of the first traction point and the second traction point are relatively matched, and the traction force of the second traction point is reduced to the maximum extent. Therefore, for the novel No. 9 single turnout of the 60kg/m steel rail, the stroke of the first traction point is designed to be 160mm, and the stroke of the second traction point is designed to be 85 mm.
The above description is only for the preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art should be considered to be within the technical scope of the present invention, and the technical solutions and the inventive concepts thereof according to the present invention should be equivalent or changed within the scope of the present invention.
Claims (5)
1. A method for determining the stroke of a single turnout traction point is characterized by comprising the following steps: the method comprises the following steps:
s1, establishing a finite element analysis model of the switch blade based on the actual design parameters of the switch blade;
s2, fixing the first traction point stroke of the turnout switch rail according to the general design principle of the railway turnout aiming at the finite element analysis model;
s3, presetting a plurality of first working conditions, wherein the stroke of a second traction point of each first working condition is an arithmetic progression;
s4, simulating the first working condition through the first traction point stroke and the second traction point stroke of the first working condition to obtain a minimum rim groove value of the first working condition;
s5, comparing the minimum rim groove value of each first working condition with a first threshold value, and reserving the second traction point stroke of the first working condition corresponding to the first threshold value;
s6, setting the first traction point stroke as a free stroke, and simulating each working condition according to the reserved second traction point stroke and the first threshold value to obtain a first traction point free stroke amount of a second working condition;
and S7, selecting the working condition with the first stroke closest to the first traction point stroke for fixing the switch blade in each second working condition as the single switch traction point stroke result.
2. The method for determining the stroke of the traction point of the single turnout according to claim 1, wherein the method comprises the following steps: the actual design parameters in step S1 specifically include setting material density, elastic modulus, and poisson' S ratio.
3. The method for determining the stroke of the traction point of the single turnout according to claim 1, wherein the method comprises the following steps: the step S1 specifically includes:
s11, simulating the switch rail by adopting an entity unit, and importing the actual design parameters;
s12, respectively leading in the characteristic cross section of the switch rail from the switch rail tip to the full cross section of the switch rail;
s13, linear interpolation transition is adopted among all the characteristic sections;
and S14, setting the switch rail heel end as fixed constraint, and simulating the fastener system of the switch rail heel end and the friction force borne by the switch rail by adopting the spring unit to establish a finite element analysis model of the switch rail.
4. The method for determining the stroke of the traction point of the single turnout according to claim 3, wherein the method comprises the following steps: the characteristic cross section in step S12 specifically includes: the width of the switch rail top is 0mm section, 5mm section, 20mm section, 50mm section and full section.
5. The method for determining the stroke of the traction point of the single turnout according to claim 1, wherein the method comprises the following steps: the first threshold value is the sum of the required quantity of the minimum wheel flange groove and the planing quantity of the working side of the straight stock rail.
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| CN202110393215.4A CN113065270B (en) | 2021-04-13 | 2021-04-13 | Method for determining travel of single turnout traction point |
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| CN202110393215.4A CN113065270B (en) | 2021-04-13 | 2021-04-13 | Method for determining travel of single turnout traction point |
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Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101699449A (en) * | 2009-10-26 | 2010-04-28 | 北京交通大学 | Design method of seamless turnouts on elevated station of longitudinally, transversely and vertically coupled high-speed railway |
| CN202881776U (en) * | 2012-11-01 | 2013-04-17 | 中铁工程设计咨询集团有限公司 | Turnout for urban railway traffic |
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2021
- 2021-04-13 CN CN202110393215.4A patent/CN113065270B/en active Active
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101699449A (en) * | 2009-10-26 | 2010-04-28 | 北京交通大学 | Design method of seamless turnouts on elevated station of longitudinally, transversely and vertically coupled high-speed railway |
| CN202881776U (en) * | 2012-11-01 | 2013-04-17 | 中铁工程设计咨询集团有限公司 | Turnout for urban railway traffic |
Non-Patent Citations (2)
| Title |
|---|
| 孙大新等: "新型相离型曲线尖轨9号道岔的扳动力分析", 《都市快轨交通》 * |
| 陈漫等: "有轨电车6号道岔尖轨转换有限元分析", 《铁道建筑》 * |
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