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列车通过道岔时会产生较大的横向作用力和加速度,如图1左右两侧所示,在尖轨和辙叉处尤突出。出现较大的横向力和加速度限制了列车通过速度,对旅客乘坐质量和设备构件带来不良的影响。本研究的目的是寻找减小横向作用力和降低加速度的低成本方法,提高列车通过道岔的速度。低成本要求不改变道岔的关键尺寸,如导曲线长度、辙叉角;在不改变轨道的结构的同时,在既有道岔空间内满足新设计的要求。减小普通AREMA(美国铁路线路工程与维护协会)道岔的转辙角,加长尖轨,并改变曲线密贴的形状、缩短曲线密贴的长度,是减小横向作用力和降低加速度的低成本方法。以No.20道岔(见图2)为例,动态模拟和现场测量表明,这种设计可允许过岔速度从目前的45mph提高到55mph,并不产生轮/轨作用力和横向加速度峰值,但超过普通道岔所产生的轮/轨作用力和横向加速度。
When the train passes through the turnout, it will produce greater lateral force and acceleration, as shown on the left and right sides of Figure 1, and protrude at the sharp rail and frog. The occurrence of large transverse forces and accelerations limits the speed of train passage and adversely affects passengers’ quality and equipment components. The purpose of this study is to find a low-cost method of reducing lateral forces and reducing acceleration to increase the speed at which trains pass through the turnout. Low-cost requirements do not change the key dimensions of the switch, such as the length of the guide curve, frog angle; without changing the structure of the track at the same time, meet the new design requirements in the existing switch space. Reducing the switchgear angle of conventional AREMA turnouts, lengthening the sharp rail, and changing the tight curve shape to shorten the length of the curve is the lowest cost to reduce the lateral force and reduce the acceleration method. Take the No.20 turnout (see Figure 2) as an example. Dynamic simulations and field measurements show that this design allows the speed of the turnout to be increased from the current 45 mph to 55 mph without generating wheel / rail forces and lateral acceleration peaks Exceeds wheel / rail forces and lateral accelerations produced by ordinary turnouts.