CN116516751A - Test and setting method for rail pad system of turning track - Google Patents
Test and setting method for rail pad system of turning track Download PDFInfo
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- CN116516751A CN116516751A CN202210871612.2A CN202210871612A CN116516751A CN 116516751 A CN116516751 A CN 116516751A CN 202210871612 A CN202210871612 A CN 202210871612A CN 116516751 A CN116516751 A CN 116516751A
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- turning track
- rail pad
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Classifications
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B35/00—Applications of measuring apparatus or devices for track-building purposes
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B19/00—Protection of permanent way against development of dust or against the effect of wind, sun, frost, or corrosion; Means to reduce development of noise
- E01B19/003—Means for reducing the development or propagation of noise
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B9/00—Fastening rails on sleepers, or the like
- E01B9/68—Pads or the like, e.g. of wood, rubber, placed under the rail, tie-plate, or chair
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
Landscapes
- Engineering & Computer Science (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Mechanical Engineering (AREA)
- Railway Tracks (AREA)
- Machines For Laying And Maintaining Railways (AREA)
Abstract
The invention provides a method for testing and setting a rail pad system of a turning track, which is characterized in that a testing machine adopts a loading head with the same shape as a real hub and adopts a testing structure with the same structure as the real track, so that the actual stress working condition of the rail pad can be simulated by the testing machine, and the overall static rigidity, the deformation quantity at two sides, the deflection angle and the offset distance of a contact point between a train wheel and a rail of the rail pad of the turning track, which are more approximate to the real value, can be obtained through measurement and calculation. Further, a group of applicable rail lower base plates are reasonably selected based on actual working condition data such as the curvature radius of the steel rail at the turning track, the axle weight of the rail and the like and the tested data of the plurality of rail lower base plates which are close to the actual working conditions, so that the ideal vibration and noise reduction effect can be realized, the steel rail at the turning track can be subjected to ideal deviation correction, the safety and the reliability of the train during the over-bending can be improved, and the service lives of the steel rail and the train hub can be prolonged.
Description
Technical Field
The invention belongs to the technical field of vibration and noise reduction of rails, and particularly relates to a test and setting method of a rail pad system of a turning rail.
Background
Along with the rapid development of rail transit, a rail vibration damping and noise reduction scheme is increasingly applied to urban rail transit, wherein one widely applied scheme is to arrange a rubber backing plate between a steel rail and a substrate so as to isolate the rigid connection between a rail structure and the substrate structure and achieve the effects of vibration damping and noise reduction.
In the linear road section, the rubber backing plate is relatively simple to set, and the ideal effect can be achieved. However, in the turning section, the rails on both sides have a certain height difference, when the train passes through the turning section, uneven pressure is generated on the rails on both sides and the rubber pad arranged below the rails, which can lead to uneven deformation of the flat rubber pad in the prior art and further lead to track displacement, so that an ideal vibration reduction effect cannot be achieved, and even the normal running of the track is affected when serious.
Accordingly, to solve the above-described problems, there is a need for a rail pad system that is applied to a turning track. In addition, in the prior art, a flat loading head is usually adopted for pressing a steel rail testing machine, so that the actual stress condition of a rubber backing plate cannot be restored in the test, the measured data has a large numerical difference from the actual working condition, and the rubber backing plate under a turning track cannot be reasonably arranged according to the measured data, and therefore, a corresponding new method for testing and arranging the rail backing plate system of the turning track is also needed.
Disclosure of Invention
The invention aims to solve the problems, and aims to provide a test and setting method of a rail pad system, which can realize ideal deviation correction on a turning track so as to achieve better vibration reduction and noise reduction effects, and adopts the following technical scheme:
the invention provides a method for testing a rail pad of a turning track, which is characterized by comprising the following steps of:
s1-1, sequentially arranging a bottom backing plate, a rail shoe, a rail lower backing plate, a loading steel rail and a loading head from bottom to top;
s1-2, respectively arranging a plurality of displacement sensors on a plurality of preset measuring points of the loading steel rail;
s1-3, driving the loading head to press the loading steel rail to a first pressure threshold value at a preset pressing speed, reducing the pressure on the loading steel rail to a second pressure threshold value at a preset pressure reducing speed, and recording the displacement of each preset measuring point when the pressure is applied to the first pressure threshold value and the second pressure threshold value;
and S1-4, calculating to obtain the overall static stiffness, the deformation difference at two sides, the deflection angle and the corresponding wheel-rail contact point offset distance of the rail lower backing plate according to the displacement of the plurality of preset measuring points.
The test method for the rail lower backing plate of the turning track provided by the invention can be further characterized in that the number of the displacement sensors is four, the displacement sensors are respectively arranged at the positions corresponding to four corners of the rail lower backing plate on the loading steel rail, when the loading head reaches the first pressure threshold value, the recorded displacement of the four preset measuring points is D1, D2, D3 and D4, and when the loading head reaches the second pressure threshold value, the recorded displacement of the four preset measuring points is D1, D2, D3 and D4.
The test method of the rail pad of the turning track provided by the invention can also have the technical characteristics that the overall static stiffness is calculated according to the following formula:
Δ 1 ＝(d 1 +d 2 +d 3 +d 4 )/4
Δ 2 ＝(D 1 +D 2 +D 3 +D 4 )/4
K＝(F 2 -F 1 )/(Δ 2 -Δ 1 )
wherein F is 1 For the first pressure threshold, F 2 For the second pressure threshold, delta 1 For a load of F 1 When the whole of the rail pad plate becomesForm difference, delta 2 For a load of F 2 And K is the integral static rigidity of the rail pad plate.
The test method of the rail pad of the turning track provided by the invention can also have the technical characteristics that the deformation difference of the two sides is calculated according to the following formula:
ΔS＝[(D 3 -d 3 )+(D 4 -d 4 )-(D 2 -d 2 )-(D 1 -d 1 )]/2
the deflection angle is calculated according to the following formula:
α＝arctan(S/W)
wherein S is the deflection displacement of the rail lower backing plate, W is the width of the rail lower backing plate, alpha is the deflection angle,
the wheel track contact point offset distance is calculated according to the following formula:
DR＝H*sinα
wherein H is the height of the steel rail.
The test method of the track pad of the turning track provided by the invention can also have the technical characteristics that in the step S1-3, the track pad is loaded to 80kN at a pressurizing speed of 1kN/S, then is unloaded to 0.5kN at a depressurizing speed of 1kN/S, the test process is repeated three times, an interval between two adjacent test processes is 1min, and the displacement of each preset measuring point is respectively recorded when the track pad is loaded to 80kN and unloaded to 0.5kN after the test process is carried out for the third time.
The test method of the rail pad of the turning track provided by the invention can also have the technical characteristics that the section shape of the loading head is consistent with the section shape of the hub of the train and the contact end of the steel rail.
The test method of the track pad under the turning track provided by the invention can also have the technical characteristics that in the step S1-3, a universal testing machine is adopted to drive the loading head, the measuring range of the universal testing machine is 0-100 kN, the precision is 0.01, a plurality of displacement sensors are mutually independent, the displacement sensors are dial indicators, and the precision is 0.001.
The invention provides a method for setting a rail pad system of a turning track, which is characterized by comprising the following steps:
step S1, testing each rail lower base plate by adopting the test method of the rail lower base plate of the turning track to obtain the overall static rigidity, the deformation difference at two sides, the deflection angle and the corresponding wheel-rail contact point offset distance of each rail lower base plate;
and S2, selecting a group of rail lower base plates under the steel rail at the turning track according to the curvature radius of the steel rail at the turning track, the axle weight of the steel rail, the overall static rigidity of each rail lower base plate and the deformation difference of the two sides, or selecting a group of rail lower base plates under the steel rail at the turning track according to the actual wheel-rail contact point offset distance at the turning track, the hardness of each rail lower base plate, the deflection angle and the corresponding wheel-rail contact point offset distance.
The method for setting the rail pad system of the turning track provided by the invention can also have the technical characteristics that in the step S1, at least three rail pad systems with the same model are used as a group for testing, and the method for setting the rail pad system of the turning track further comprises the following steps: and S1a, judging whether the difference value between the integral static rigidities of a group of the rail pad plates is larger than a preset threshold value, and returning to the step S1 to carry out the test again when the difference value is judged to be larger than the preset threshold value.
The actions and effects of the invention
According to the method for testing and setting the rail lower backing plate system of the turning track, the actual stress working condition of the rail lower backing plate is simulated, so that the data such as the integral static stiffness, the deformation difference at two sides, the deflection angle and the like of the rail lower backing plate of the turning track close to the actual working condition can be measured and calculated. Further, according to actual data such as the curvature radius of the steel rail at the turning track, the axle weight of the rail and the like and various data which are obtained by measurement and are close to actual working conditions, a group of applicable rail lower base plates are reasonably selected, so that the selected rail lower base plates not only can realize the effects of vibration reduction and noise reduction, but also can lead the steel rail at the turning track to be ideal in deviation correction, thereby improving the safety and reliability of the train during the over-bending and prolonging the service lives of the steel rail and the train hub.
Drawings
FIG. 1 is a flow chart of a method of testing a rail pad of a turn rail in accordance with an embodiment of the present invention;
FIG. 2 is a flow chart of a method of setting a rail pad system for a turn rail in accordance with an embodiment of the present invention;
FIG. 3 is a schematic view of a track system in accordance with an embodiment of the present invention;
FIG. 4 is a cross-sectional view of the track system of FIG. 3 taken along line A-A;
FIG. 5 is a schematic view of the structure of a composite rail pad in an embodiment of the present invention;
FIG. 6 is a top view of a composite rail pad in an embodiment of the present invention;
FIG. 7 is a side view of a composite rail pad in an embodiment of the present invention;
FIG. 8 is a bottom view of a composite rail pad in an embodiment of the present invention;
FIG. 9 is a schematic view of the installation of a composite rail pad in a rail system in accordance with an embodiment of the present invention;
FIG. 10 is an enlarged partial view of region B of FIG. 9;
FIG. 11 is a schematic view of a structure of a raised table rail pad in an embodiment of the present invention;
FIG. 12 is a top view of a raised table rail pad in an embodiment of the present invention;
FIG. 13 is a side view of a raised table rail pad in an embodiment of the present invention;
FIG. 14 is a bottom view of a raised table rail pad in an embodiment of the present invention;
FIG. 15 is a schematic view of the installation of a test structure in a tester in an embodiment of the invention;
FIG. 16 is a cross-sectional view of a loading head in an embodiment of the invention;
FIG. 17 is a schematic view of the distribution of the positions of the measuring points of the composite rail pad in an embodiment of the invention;
FIG. 18 is a schematic view of the distribution of the positions of the measuring points of the raised table-type rail pad in an embodiment of the present invention.
Reference numerals:
a track system 10; a sleeper 11; a rail shoe 12; a rail pad 13; a rail 14; a plate 16; strip-distributing protrusions 17; the dot distribution protrusions 18; a groove 19; a first edge 20; a second edge 21; a bar-shaped protrusion 22; a bar-shaped groove 23; a first bar-shaped protrusion 22a; a second bar-shaped protrusion 22b; a third bar-shaped protrusion 22c; a first bar-shaped groove 23a; a second bar-shaped groove 23b; a mesa-shaped protrusion group 24; a mesa-shaped protrusion 25; a first row of mesa-shaped protrusion groups 24a; a second row of mesa-shaped protrusion groups 24b; a third row of mesa-shaped protrusion groups 24c; a fourth row of mesa-shaped protrusion groups 24d; a fifth row of mesa-shaped protrusion groups 24e; a sixth row of mesa-shaped protrusion groups 24f; a boss type rail pad 131; a plate 132; the dot distribution protrusions 133; legs 134; a trench 135; a first edge 136; a second edge 137; a mesa-shaped protrusion 138; a first row of mesa-shaped protrusion groups 139a; a second row of mesa-shaped protrusion groups 139b; a third row of mesa-shaped protrusion groups 139c; a fourth row of mesa-shaped protrusion groups 139d; a fifth row of mesa-shaped protrusion groups 139e; a sixth row of mesa-shaped protrusion groups 139f; a seventh row of mesa-shaped protrusion groups 139g; an eighth row of mesa-shaped protrusion groups 139h; a ninth row of mesa-shaped protrusion groups 139i; a tenth row of mesa-shaped protrusion groups 139j; a bottom pad 200; an iron pallet 300; loading rail 400; the loading head 500.
Detailed description of the preferred embodiments
In order to make the technical means, creation characteristics, achievement purposes and effects achieved by the present invention easy to understand, the test and setting method of the track pad system of the turning track of the present invention will be specifically described below with reference to the embodiments and the accompanying drawings.
< example >
Fig. 1 is a flowchart of a test method of a rail pad of a turn rail in the present embodiment.
Fig. 2 is a flowchart of a method of setting a rail pad system of a turning rail in the present embodiment.
As shown in fig. 1-2, the present embodiment provides a method for testing and setting a rail pad system of a turning track, which obtains data closer to a true value by simulating an actual condition test of a rail pad, and further reasonably selects and sets a group of rail pad under a rail for the turning track based on the test data, thereby achieving an ideal vibration and noise reduction effect and ensuring the running safety of a train. The structure of the turning track will be briefly described, and the method of the present embodiment will be specifically described with reference to the structure.
Fig. 3 is a schematic view of the structure of the track system in this embodiment.
Fig. 4 is a cross-sectional view of the track system of fig. 3 taken along line A-A.
As shown in fig. 5-6, in this embodiment, the track system 10 is a curve, comprising: a plurality of sleepers 11, rail supports 12, rail pad 13 and two rails 14.
A plurality of sleepers 11 are laid along the extending direction of the rail system 10, and both ends of each sleeper 11 are higher than the middle.
The rail brackets 12 are respectively arranged at two ends of the sleeper 11, each rail bracket 12 is provided with a rail bracket groove, and the size of the rail bracket groove is matched with the size of the rail lower backing plate 13. When the rail shoe 12 is installed, the side of the rail shoe 12 near the end of the sleeper 11 is slightly higher than the side near the middle of the sleeper 11. In this embodiment, the rail shoe 12 has a mounting grade of 1:40.
the rail pad 13 is mounted in the rail shoe groove. The specific structure of the rail pad 13 employed in the present embodiment will be described in detail later.
Two rails 14 are respectively provided on the rail pad 13 at both ends of the sleeper 11 and the two rails 14 are provided in parallel.
Fig. 5 is a schematic structural view of the composite rail pad in this embodiment.
Fig. 6 is a top view of the composite rail pad in this embodiment.
Fig. 7 is a side view of the composite rail pad in this embodiment.
Fig. 8 is a bottom view of the composite rail pad in this embodiment.
Fig. 5-8 show a composite rail pad 13 having a non-uniform stiffness design with: plate 16, stripe distribution protrusions 17, dot distribution protrusions 18, and grooves 19.
The plate 16 has a rectangular parallelepiped shape and has a first edge 20 and a second edge 21 disposed opposite to each other. In this embodiment, the plate 16 has a length of 185mm, a width of 150mm and a height of 7mm.
The bar distribution protrusion 17 is provided on one surface of the plate body 16, and includes a bar protrusion 22 and a bar groove 23. The bar-shaped protrusion 22 is formed extending along the first edge 20 of the plate body 11 and is integrally formed with the plate body 16.
In the present embodiment, the number of the bar-shaped protrusions 22 is three, the three bar-shaped protrusions 22 are distributed in order from the first edge 20 to the second edge 21 of one plate 16, the widths of the first bar-shaped protrusion 22a, the second bar-shaped protrusion 22b, and the third bar-shaped protrusion 22c are 13mm, 20mm, and 21mm in order from the first edge 20, and the lengths of the bar-shaped protrusions are 185mm and the heights of the bar-shaped protrusions are 3mm.
The bar grooves 23 are formed between two adjacent bar protrusions 22. In the present embodiment, the number of the bar grooves 23 is two, the first bar groove 23a and the second bar groove 23b, respectively, each having a width of 4mm.
The dot distribution protrusions 18 are provided on the same surface of the plate body 16 as the bar distribution protrusions 17 and are distributed from one side of the long side of the third bar-shaped protrusion 22c to the second edge 21 of the plate body 16, and are also integrally formed with the plate body 16. The dot distribution protrusion 18 includes a plurality of rows of mesa-shaped protrusion groups 24, the plurality of rows of mesa-shaped protrusion assemblies 24 are formed in the width direction of the bar-shaped protrusions 22, each row of mesa-shaped protrusion assemblies 24 includes a plurality of mesa-shaped protrusions 25, the cross-sectional areas of the mesa-shaped protrusions 25 in the same row are the same, the cross-sectional areas of the mesa-shaped protrusion groups 24 in each row gradually decrease from the first edge 20 toward the second edge 21 of the plate body 16, and the mesa-shaped protrusions 25 in adjacent rows are arranged offset from each other.
In the present embodiment, the dot distribution protrusion 18 includes six rows of mesa-shaped protrusion groups 24, and all of the mesa-shaped protrusions 25 are cylindrical. The six-row mesa-shaped protrusion groups 24 are a first-row mesa-shaped protrusion group 24a, a second-row mesa-shaped protrusion group 24b, a third-row mesa-shaped protrusion group 24c, a fourth-row mesa-shaped protrusion group 24d, a fifth-row mesa-shaped protrusion group 24e, and a sixth-row mesa-shaped protrusion group 24f, respectively, from one side of the long side of the bar-shaped protrusion 22. The distance between two adjacent rows of mesa-shaped protrusion groups 24 is 17mm. The upper surfaces of all the mesa-shaped protrusions 25 are flush with the upper surface of the bar-shaped protrusion 22.
The first, third and fifth rows of mesa-shaped protrusions comprise 8 identical mesa-shaped protrusions 25, and the second, fourth and sixth rows of mesa-shaped protrusions comprise 9 identical mesa-shaped protrusions 25. In the six-row mesa-shaped protrusion group, the distances between two adjacent mesa-shaped protrusions 25 in the same group are 8.5mm, 10.5mm, 12.3mm, respectively. The cross-sectional diameters of the mesa-shaped protrusions of each row are 12mm, 10mm, 8mm, respectively. The area of each row of the mesa-shaped protrusions is 6 pi mm respectively 2 、36πmm 2 、25πmm 2 、25πmm 2 、16πmm 2 、16πmm 2 。
A plurality of grooves 19 are formed on the other surface of the plate body 16. In the present embodiment, the grooves 19 are five straight grooves, and the five grooves 19 are uniformly distributed on the surface of the plate body 16. The five grooves 19 are arranged in parallel and the extending direction is consistent with the length direction of the strip-shaped protrusions 22. The widths of the five grooves 19 are the same and are all 4mm, and the distances between two adjacent grooves 19 are all 21mm.
Fig. 9 is a schematic view showing the installation of the rail pad in the rail system in the present embodiment, and fig. 10 is a partially enlarged view of a region B in fig. 9. Wherein the rail 14 partially disposed directly above the rail pad 13 is omitted from fig. 11 for better illustration of the mounting of the rail pad 13 in the rail system.
As shown in fig. 9 to 10, in order to provide a better vibration damping effect, the rail pad 13 is installed with the point distribution protrusion 18 located on the side near the middle line of the two rails 14, while the rail pad 13 has the strip distribution protrusion 17 with the point distribution protrusion 18 facing the bottom of the rail 14, but in other embodiments, the rail pad 13 has the strip distribution protrusion 17 with the point distribution protrusion 18 facing the upper surface of the rail shoe 12.
When the train passes through the turning track, the pressure generated by the wheels against the outer side of the rail will be greater than the pressure generated against the inner side of the rail due to the centrifugal force, and correspondingly, the rail will generate greater pressure against the corresponding side of the rail-to-rail lower pad 13. Due to the above structure of the rail pad 13, the deformation of each position of the whole rail pad 13 is similar, so that the train can be kept stable at the turning track, and the effects of vibration reduction and noise reduction are achieved.
Fig. 11 is a schematic structural view of a boss type rail pad in this embodiment.
Fig. 12 is a plan view of the land type rail pad in this embodiment.
Fig. 13 is a side view of the boss type rail pad in this embodiment.
Fig. 14 is a bottom view of the raised table-type rail pad in this embodiment.
Fig. 11-14 show a boss-type rail pad 131 having: plate 132, dot distribution protrusions 133, feet 134, and grooves 135.
The plate 132 is a rectangular parallelepiped having a first edge 136 and a second edge 137 disposed opposite to each other. In this embodiment, the plate 132 has a length of 185mm, a width of 150mm, and a height of 10mm.
The dot distribution protrusion 133 includes a plurality of mesa-shaped protrusions 138 having upper surfaces thereof flush, and the plurality of mesa-shaped protrusions 138 are distributed from the first edge 135 and the second edge 136 of the plate 132. The plurality of mesa-shaped protrusions 138 are formed with a plurality of mesa-shaped protrusion groups in the longitudinal direction of the plate 132, and two adjacent mesa-shaped protrusion groups are arranged in a staggered manner. The plurality of mesa-shaped protrusions 138 each have a cross-section, the cross-sectional areas of the mesa-shaped protrusions 138 in each row being the same, the cross-sectional areas of the mesa-shaped protrusions 138 in each row of mesa-shaped protrusion groups decreasing from the first edge 136 to the second edge 137.
Specifically, in the present embodiment, the number of the mesa-shaped protrusions 138 is 95, and each of them is cylindrical and circular in cross section.
The 95 mesa-shaped protrusions 138 are formed in 10 rows in the longitudinal direction of the plate 132, and are respectively a first row of mesa-shaped protrusion groups 139a, a second row of mesa-shaped protrusion groups 139b, a third row of mesa-shaped protrusion groups 139c, a fourth row of mesa-shaped protrusion groups 139d, a fifth row of mesa-shaped protrusion groups 139e, a sixth row of mesa-shaped protrusion groups 139f, a seventh row of mesa-shaped protrusion groups 139g, an eighth row of mesa-shaped protrusion groups 139h, a ninth row of mesa-shaped protrusion groups 139i, and a tenth row of mesa-shaped protrusion groups 139j, starting along the first edge 136.
The first, three, five, seven, nine rows of the mesa-shaped protrusion group include 8 identical mesa-shaped protrusions 138, and the second, four, six, eight, ten rows of the mesa-shaped protrusion group include 9 identical mesa-shaped protrusions 138. The cross-sectional diameters of the ten rows of the mesa-shaped protrusions are 44.04mm, 36.7mm, 30.58mm, 24.47mm, 18.32mm and 18.32mm, respectively. The area of each row of the mesa-shaped protrusions is 154.30mm respectively 2 、154.30mm 2 、107.16mm 2 、107.16mm 2 、74.41mm 2 、74.41mm 2 、47.64mm 2 、47.64mm 2 、26.70mm 2 、26.70mm 2 。
A foot 134 is formed on the other surface of the plate 132 for cooperating with the rail shoe recess to more firmly embed the plate 132 into the rail shoe 112. In the present embodiment, the number of the legs 134 is 4, which are formed at four corners of the other surface of the plate 132, respectively.
A plurality of grooves 135 are formed in the other surface of the plate 132. In the present embodiment, the grooves 135 are five straight grooves, and the five grooves 135 are uniformly distributed on the surface of the plate 132. The five grooves 135 are arranged in parallel and the arrangement direction of the rows of mesa-shaped protrusions is kept uniform. The widths of the five grooves 135 are the same and are all 4mm, and the distances between two adjacent grooves 135 are all 21mm.
When the boss type rail pad 131 is mounted on the rail, the second edge 136 is located on the side close to the middle line of the two rails, that is, the cross-sectional area of the mesa-shaped protrusion 138 on the side close to the middle line of the two rails is larger than the cross-sectional area of the mesa-shaped protrusion 138 on the side far from the middle line of the two rails. Meanwhile, the boss type rail pad 131 has a point distribution protrusion 133 facing the bottom of the rail.
The composite rail pad 13 and the boss type rail pad 131 are made of rubber, and are made of rubber through vulcanization, and the components of the composite rail pad include, in parts by weight: 100 parts of matrix rubber, 20-100 parts of filler, 0-5 parts of silane coupling agent, 5-35 parts of active agent, 0-30 parts of plasticizer, 3-10 parts of pigment, 1-3 parts of anti-aging agent, 3-15 parts of functional auxiliary agent, 0.3-2.5 parts of vulcanizing agent, 2-8 parts of vulcanization accelerator and 1-3 parts of anti-reversion agent.
Wherein the matrix rubber material is natural rubber, styrene-butadiene rubber and ethylene propylene diene monomer rubber.
The filler is white carbon black, clay, and calcium carbonate.
The active agent is a mixture of zinc oxide and stearic acid.
The plasticizer is paraffin oil and aromatic hydrocarbon oil.
The pigment is one or more of titanium white, chrome oxide green, chrome yellow, iron oxide red, carbon black or ultramarine.
The anti-aging agent is white anti-aging agent.
The functional auxiliary agent is any one or more of microcrystalline wax, WB215, WB42, polyethylene glycol 4000 or petroleum resin.
The vulcanizing agent is sulfur or DCP.
The vulcanization accelerator is any one or more of dibenzothiazyl disulfide, N-cyclohexyl-2-benzothiazole sulfenamide, tetramethylthiuram disulfide, zinc dibutyl dithiocarbamate, 4' -dimorpholine disulfide and dicumyl peroxide.
The manufacturing process of the rubber rail lower backing plate comprises the following steps: and mixing the rubber material, measuring the characteristics of the rubber material and vulcanizing the product.
Wherein the sizing material mixing procedure comprises a first-stage mixing and a second-stage mixing, wherein the first-stage mixing is to fully mix raw rubber, a filling reinforcing system, small materials and a plasticizing system in an internal mixer; the second-stage mixing is to fully mix the product of the first-stage mixing with a vulcanization system in an internal mixer.
The sizing material characteristic measurement procedure mainly comprises vulcanization curve measurement, and is used for determining vulcanization factors including vulcanization time, temperature and the like.
And the product vulcanization process carries out mould pressing vulcanization according to the determined three vulcanization elements, so as to manufacture the rubber rail lower backing plate.
In this example, the specific formulations used for the rail pad are shown in table 1 below:
table 1 detailed formulation table for rubber rail pad
In this example, according to the specific formulation of table 1, 5 rail pad plates were prepared using the above production process as 5 samples a-E for testing, wherein the structure of sample A, C-E was the same as the above composite rail pad plate 13, and the structure of sample B was the same as the above boss type rail pad plate 131. Through conventional testing, the various conventional properties of samples A-E meet the requirements set forth in Table 2 below:
table 2 performance criteria for rail pad
However, the data obtained by the conventional performance test is often larger in data difference from the actual working condition, and the data such as deformation difference of two sides of the track pad is not included, so in order to measure the data which is closer to the actual working condition and obtain more data related to the track deviation correcting effect, the embodiment provides a test method of the track pad of the turning track.
As shown in fig. 1, the test method of the rail pad of the turning track of the present embodiment specifically includes the following steps:
and S1-1, sequentially arranging a bottom backing plate, a rail backing plate (an iron backing plate), sand paper with the sand grain surface upwards, a rail lower backing plate, sand paper with the sand grain surface downwards, a loading steel rail and a loading head on the testing machine from bottom to top.
Fig. 15 is an installation schematic of the test structure in the tester in the present embodiment.
As shown in fig. 15, the test structure in the test machine simulates the actual working conditions of the rail and the rail pad as much as possible, and adopts a loading head which is basically the same in structural arrangement as the actual rail and is consistent with the shape of the hub of the actual train.
In the embodiment, the testing machine is a universal testing machine, the measuring range is 0-100 kN, and the precision is 0.01.
Specifically, at the test station of the tester, the bottom mat 200, the iron mat 300, sandpaper with sand facing upward (not shown in the figure), the rail lower mat 13, sandpaper with sand facing downward (not shown in the figure), the loading rail 400, and the loading head 500 are set in this order from bottom to top.
Wherein, the thickness and the inclination angle of the bottom plate 200 and the iron plate 300 are consistent with the arrangement at the target turning track. The loading rail 400 is also of a material and geometry consistent with the rail used at the target turning track. The shape of the loading head 500 corresponds to the shape of the hub of the target train. In this embodiment, the bottom pad 200 is a 60-ultra-high simulator, and the gradient of the iron pad 300 is 1:40, the loading steel rail is a P60 steel rail, and the abrasive paper is P120 abrasive paper.
Fig. 16 is a sectional view of the loading head in this embodiment.
As shown in fig. 16, in this embodiment, the loading head 500 is an LM type loading head, the overall height of which is 82mm, one end of which is flat for being mounted on a tester, and the other end of which is a loading end 501, which has a linear cutting profile, forms a shape consistent with a target hub, and is used for simulating actual conditions when a train is running.
And S1-2, respectively arranging a plurality of independent displacement sensors on a plurality of preset measuring points of the loading steel rail.
Fig. 17 is a schematic view of the distribution of the positions of the measuring points of the composite rail pad in this embodiment. Fig. 18 is a schematic view showing the distribution of the measurement point positions of the bump type rail pad in the present embodiment, and fig. 17 to 18 show the projection positions of the plurality of displacement sensors on the composite type rail pad 13 and the bump type rail pad 131.
Fig. 15 shows the installation positions B1, B2 of the displacement sensors on the loading rail 400, only two positions being shown for reasons of angle, two displacement sensors being actually provided on each side of the loading rail 400.
In this embodiment, as shown in fig. 12 to 16, since the rail lower pad 13 is blocked by the loading rail 400 and the sensor cannot be directly disposed on the rail lower pad 13 during simulating the actual working condition, an independent displacement sensor is disposed on the loading rail 400 at the positions corresponding to the four corners of the rail lower pad, respectively, for measuring the vertical displacement of the loading rail 400, that is, the vertical deformation amount of the rail lower pad 13 under the loading rail 400. The displacement sensor is a dial indicator, and the precision is 0.001.
And S1-3, setting a plurality of displacement sensors to be zero, driving a loading head to press the loading steel rail to a first pressure threshold value at a preset pressing speed through a testing machine, reducing the pressure on the loading steel rail to a second pressure threshold value at a preset pressure reducing speed, and recording the displacement of each preset measuring point when the pressure is applied to the first pressure threshold value and the second pressure threshold value respectively.
In this example, the test procedure was repeated three times with a 1min interval between two adjacent test procedures, with a 1kN/s pressure applied to 80kN and then a 1kN/s pressure reduced to 0.5 kN. After the third test procedure, the displacements at 4 predetermined measurement points, denoted d, at the time of loading to 80kN, are recorded 1 、d 2 、d 3 、d 4 The method comprises the steps of carrying out a first treatment on the surface of the And recording the displacement of 4 predetermined measuring points when the load is reduced to 0.5kN, respectively recorded as D 1 、D 2 、D 3 、D 4 The units are all mm.
And S1-4, respectively calculating the overall static rigidity, the deformation difference at two sides and the deflection angle of the rail subplate and the corresponding offset distance of the wheel-rail contact point of the train (hereinafter referred to as the wheel-rail contact point offset distance) according to the measured displacement of a plurality of preset measuring points.
In this embodiment, calculation is performed based on the measured displacements of the 4 measurement points.
The overall static rigidity of the rail pad plate is calculated according to the following formula:
Δ 1 ＝(d 1 +d 2 +d 3 +d 4 )/4
Δ 2 ＝(D 1 +D 2 +D 3 +D 4 )/4
K＝(F 2 -F 1 )/(Δ 2 -Δ 1 )
in the above, F 1 For the first pressure threshold value, F 2 Is a second pressure threshold in kN; delta 1 For a load of F 1 Integral deformation difference (vertical deformation) delta of time rail lower backing plate 2 To reduce the load to F 2 The integral deformation difference is in mm; k is the overall static stiffness of the non-uniform stiffness rail pad in kN/mm.
In addition, s=Δ 2 -Δ 1 Namely the rail pad is at F 1 ～F 2 Is poor in overall deformation.
The deflection angle of the rail pad is calculated according to the following formula:
ΔS＝[(D 3 -d 3 )+(D 4 -d 4 )-(D 2 -d 2 )-(D 1 -d 1 )]/2
α＝arctan(S/W)
in the above formula, delta S is the deformation difference of two sides of the rail lower backing plate, and the unit is mm; w is the width of the rail pad plate, and the unit is mm; alpha is the deflection angle of the rail pad in degrees.
The track contact point offset distance is calculated according to the following formula:
DR＝H*sinα
in the above formula, H is the height of the steel rail, the units are mm, DR is the offset distance of the wheel-steel rail contact point, and the units are mm.
Table 3 below shows a table of measurement data for samples a-E.
Table 3 measurement data table of samples
As shown in table 3, the measured data includes the product hardness, the total deformation difference S, the total static stiffness, the both-side deformation difference Δs, the deflection angle, and the wheel-rail contact point offset distance of each sample. In principle, the static rigidity is directly related to the vibration reduction effect and is related to the axle weight of the track, namely, the heavier the axle weight of the track is, the track lower backing plate with higher static rigidity is correspondingly configured; the deformation difference delta S at two sides is related to the curvature radius of the rail bending track, and the larger the deformation difference at two sides of the rail lower backing plate is, the larger the adjustment distance of the steel rail is, so that the method is applicable to the turning track with larger centrifugal force (namely, the larger the curvature radius is). Further, as can be seen from table 3, there is a positive correlation between the product hardness, deflection angle and the wheel rail contact point offset distance, and therefore, the adjustment effect on the wheel-rail contact point horizontal offset distance is correlated with the product hardness, deflection angle.
Therefore, the rail pad system arranged at the specific turning track can be reasonably selected according to the measured data close to the actual working condition.
As shown in fig. 2, based on the test data obtained by the above-mentioned test method, the embodiment further provides a method for setting a rail pad system of a turning track, which specifically includes the following steps:
and S1, testing the rail lower base plates by adopting the testing method to obtain the overall static rigidity, two deformation differences, deflection angles and corresponding wheel-rail contact point offset distances of the rail lower base plates.
In this embodiment, three rail pad plates 13 of the same type are used as a group for testing, and before starting the test, the rail pad plate 13 to be tested is kept stand in a room temperature environment for at least 24 hours to stabilize its performance.
And S1a, judging whether the difference value between the overall static rigidities of the plurality of rail lower base plates in the same group is larger than a preset threshold value, and returning to the step S1 to carry out the test again when the difference value is judged to be larger than the preset threshold value.
In this embodiment, the threshold value is 3kN/mm, that is, if the calculated static stiffness of the same group of rail pad 13 differs by more than 3kN/mm, the measured data is considered to be incorrect, and the group of rail pad 13 is retested. At the same time, the deflection angle of the set of rail pad 13 is also calculated from the re-measured data.
And S2, selecting a group of rail lower base plates under the steel rail at the turning track according to the curvature radius of the steel rail at the turning track, the axle weight of the track, the overall static rigidity of each rail lower base plate and the deformation difference of two sides, or selecting a group of rail lower base plates under the steel rail at the turning track according to the horizontal offset distance of the turning-steel rail contact spots at the turning track, the hardness, the deflection angle and the wheel rail contact point offset distance of each rail lower base plate.
TABLE 4 Rail pad set one of the reference data tables
TABLE 5 second of the reference data tables for the rail pad settings
Tables 4 and 5 show the overall static stiffness, deflection angle, offset on both sides of the pad, rail offset and their application scenarios for each rail pad measured by the above method. With reference to the data in tables 4 and 5, a suitable rail pad can be selected according to the working condition of the rail and the actual data. In addition, tables 4 and 5 show two different options, respectively, which may be combined in practical applications.
Through the steps, the data such as the overall static rigidity, the deflection angle and the like of the rail pad plate which is closer to the true value are obtained through the actual stress working condition test and calculation of the simulated rail pad plate, and a group of rail pad plates suitable for the turning track are reasonably selected according to the data.
In this embodiment, the portions not described in detail are known in the art.
Example operation and Effect
According to the method for testing and setting the rail pad system of the turning track, the actual stress working condition of the rail pad is simulated through the testing machine, so that the data such as the integral static stiffness, the deformation difference at two sides, the deflection angle and the like of the rail pad of the turning track close to the actual working condition can be measured and calculated. Further, a group of applicable rail lower base plates are reasonably selected according to actual data such as the curvature radius of the steel rail at the turning track, the axle weight of the rail and the like and various measured data which are close to actual working conditions of the rail lower base plates, so that the selected rail lower base plates not only can realize the effects of vibration reduction and noise reduction, but also can lead the steel rails at the two sides of the turning track to be ideal deviation rectification in the actual working conditions, thereby improving the safety and reliability of the train when the train is over-bent, reducing the abrasion of the wheels of the train when the wheels are over-bent and prolonging the service lives of the steel rails and the wheel hubs.
Specifically, in the embodiment, the bottom backing plate, the rail support, the lower layer sand paper, the rubber rail lower backing plate, the upper layer sand paper, the loading steel rail and the loading head are sequentially arranged on the testing station of the testing machine from bottom to top, and the shape of the loading head is matched with the shape of the target hub, so that the actual working conditions of the steel rail and the rail lower backing plate are restored with high similarity, testing data which are closer to actual values can be obtained through testing, and a better reference guiding effect can be achieved on the selection and the setting of the rail lower backing plate.
Further, four independent displacement sensors are arranged at the positions, corresponding to four corners of the rail lower backing plate, on the loading steel rail, and the displacement sensors are dial gauges with the precision of 0.001, so that the deflection displacement of the rail lower backing plate can be measured by measuring the vertical displacement of the loading steel rail, and the measurement precision is high.
Further, in the embodiment, a universal testing machine is adopted, the universal testing machine is respectively loaded to 80kN and unloaded to 0.5kN, the test is repeated three times, two groups of displacement data are obtained after the third test, and the test is carried out again when the difference value of the overall static stiffness of one group of rail lower backing plates is measured to be too large, so that the test accuracy is further improved through the flow design.
In the embodiment, the method is adopted to measure the data of the multi-type rail lower backing plate, which is close to the real working condition, and list the model number, the measurement data and the working condition data of the corresponding rail of the applicable scene of the rail lower backing plate, so that the rail lower backing plate applicable to different scenes can be reasonably selected according to the data, the ideal vibration reduction and noise reduction and rail deviation correction effects can be realized, and the method is convenient and visual.
The above examples are only for illustrating the specific embodiments of the present invention, and the present invention is not limited to the description scope of the above examples.
In the above embodiment, the test is performed with a set of three identical types of rail pad plates, and in the alternative, the test may be performed with a set of more identical types of rail pad plates, depending on the type and number of rail pad plates required at the target turning track.
In the above embodiment, 4 measurement points are provided on the loading rail at positions corresponding to four corners of the rail lower pad, the static stiffness, deflection angle, and the like of the rail lower pad are calculated based on the displacements of these 4 measurement points, and in an alternative, more measurement points may be provided on the loading rail, and the calculation may be performed based on the displacements of the more measurement points.
In the above embodiment, the overall static stiffness of the rail pad under the condition of 0.5kN to 80kN is tested, in an alternative scheme, according to actual needs, the overall static stiffness of the rail pad under other load ranges can also be tested as the basis for selecting the rail pad, for example, the overall static stiffness under the condition of 20kN to 70kN is tested.
In the above embodiment, two rubber pad plates with rigidity partitions are taken as test examples, one is a composite rail pad plate, the other is a boss type rail pad plate, and the test and setting method of the invention can be applied to rail pad plates for turning tracks with other structures and other materials.
Claims (9)
1. A method of testing a rail pad of a turning track, comprising:
s1-1, sequentially arranging a bottom backing plate, a rail shoe, a rail lower backing plate, a loading steel rail and a loading head from bottom to top;
s1-2, respectively arranging a plurality of displacement sensors on a plurality of preset measuring points of the loading steel rail;
s1-3, driving the loading head to press the loading steel rail to a first pressure threshold value at a preset pressing speed, reducing the pressure on the loading steel rail to a second pressure threshold value at a preset pressure reducing speed, and recording the displacement of each preset measuring point when the pressure is applied to the first pressure threshold value and the second pressure threshold value;
and S1-4, calculating to obtain the overall static stiffness, the deformation difference at two sides, the deflection angle and the corresponding wheel-rail contact point offset distance of the rail lower backing plate according to the displacement of the plurality of preset measuring points.
2. The method of testing a rail pad for a turning track according to claim 1, wherein:
wherein the number of the displacement sensors is four, the displacement sensors are respectively arranged at the positions corresponding to the four corners of the rail lower backing plate on the loading steel rail,
when the loading head reaches the first pressure threshold value, the recorded displacement of the four preset measuring points is d 1 、d 2 、d 3 、d 4 ，
When the loading head reaches the second pressure threshold value, the recorded displacement of the four preset measuring points is D 1 、D 2 、D 3 、D 4 。
3. The method of testing a rail pad for a turning track according to claim 2, wherein:
wherein, the overall static stiffness is calculated according to the following formula:
Δ 1 ＝(d 1 +d 2 +d 3 +d 4 )/4
Δ 2 ＝(D 1 +D 2 +D 3 +D 4 )/4
K＝(F 2 -F 1 )/(Δ 2 -Δ 1 )
wherein F is 1 For the first pressure threshold, F 2 For the second pressure threshold, delta 1 For a load of F 1 The whole deformation of the rail pad is poor, delta 2 For a load of F 2 And K is the integral static rigidity of the rail pad plate.
4. The method of testing a rail pad for a turning track according to claim 2, wherein:
wherein, the two-side deformation difference is calculated according to the following formula:
ΔS＝[(D 3 -d 3 )+(D 4 -d 4 )-(D 2 -d 2 )-(D 1 -d 1 )]/2
the deflection angle is calculated according to the following formula:
α＝arctan(S/W)
wherein W is the width of the rail pad, alpha is the deflection angle,
the wheel track contact point offset distance is calculated according to the following formula:
DR＝H*sinα
wherein H is the height of the steel rail.
5. The method of testing a rail pad for a turning track according to claim 1, wherein:
in the step S1-3, the pressure is applied to 80kN at a pressure applying speed of 1kN/S, then the pressure is reduced to 0.5kN at a pressure reducing speed of 1kN/S, the test process is repeated three times, an interval between two adjacent test processes is 1min, and the displacement of each preset measuring point is recorded when the pressure is applied to 80kN and the pressure is reduced to 0.5kN after the test process is performed three times.
6. The method of testing a rail pad for a turning track according to claim 1, wherein:
the section shape of the loading head is consistent with the section shape of the hub of the train and the contact end of the steel rail.
7. The method of testing a rail pad for a turning track according to claim 1, wherein:
wherein in the step S1-3, a universal testing machine is adopted to drive the loading head,
the measuring range of the universal testing machine is 0-100 kN, the precision is 0.01,
a plurality of the displacement sensors are independent from each other,
the displacement sensor is a dial indicator, and the precision is 0.001.
8. A method of setting a track pad system for a turning track, comprising the steps of:
step S1, testing each rail pad by adopting the test method of the rail pad of the turning track according to any one of claims 1-7 to obtain the overall static stiffness, the two-side deformation difference, the deflection angle and the corresponding wheel-rail contact point offset distance of each rail pad;
step S2, selecting a group of rail lower backing plates used under the steel rail at the turning track according to the curvature radius and the track axle weight of the steel rail at the turning track, the overall static rigidity of each rail lower backing plate and the deformation difference of the two sides,
or selecting a group of the rail pad plates under the steel rail at the turning track according to the actual wheel rail contact point offset distance at the turning track, the hardness of each rail pad plate, the deflection angle and the corresponding wheel rail contact point offset distance.
9. The method of setting a rail pad system for a turning track according to claim 8, wherein:
wherein in the step S1, at least three rail pad plates with the same type are used as a group for testing,
the method for setting the rail pad system of the turning track further comprises the following steps:
and S1a, judging whether the difference value between the integral static rigidities of a group of the rail pad plates is larger than a preset threshold value, and returning to the step S1 to carry out the test again when the difference value is judged to be larger than the preset threshold value.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210871612.2A CN116516751A (en) | 2022-07-23 | 2022-07-23 | Test and setting method for rail pad system of turning track |
| PCT/CN2022/128837 WO2024021346A1 (en) | 2022-07-23 | 2022-11-01 | Testing method for under-rail pad system of turning track, and configuration method for under-rail pad system of turning track |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210871612.2A CN116516751A (en) | 2022-07-23 | 2022-07-23 | Test and setting method for rail pad system of turning track |
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| CN116516751A true CN116516751A (en) | 2023-08-01 |
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| CN202210871612.2A Pending CN116516751A (en) | 2022-07-23 | 2022-07-23 | Test and setting method for rail pad system of turning track |
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| CN104977212B (en) * | 2015-07-23 | 2019-03-12 | 中铁第五勘察设计院集团有限公司 | Resilient sleeper-bearing Static stiffness automatic detection device under sleeper |
| CN105651502B (en) * | 2016-01-11 | 2019-02-19 | 北京交通大学 | Urban track traffic Prefabricated slab type vibration damping track method for comprehensive detection |
| JP6594841B2 (en) * | 2016-10-18 | 2019-10-23 | 公益財団法人鉄道総合技術研究所 | Track support stiffness estimation method and system |
| CN107024196B (en) * | 2017-05-11 | 2019-03-22 | 中南大学 | A kind of high-speed railway easement curve track lateral deviation detection method |
| CN107858883B (en) * | 2017-11-29 | 2023-10-27 | 北京交通大学 | Comprehensive monitoring and intelligent analysis method for safety state of track system |
| CN113004582B (en) * | 2021-02-10 | 2022-10-28 | 浙江天铁实业股份有限公司 | Rubber base plate for rail transit, preparation method and rail transit road section |
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