曾志平,徐榕,阮莹,李平,胡籍.地铁大坡度道岔制动工况下钢轨表面接触应力变化规律研究[J].表面技术,2021,50(6):243-249.
ZENG Zhi-ping,XU Rong,RUAN Ying,LI Ping,HU Ji.Research on the Change Law of Rail Surface Contact Stress under the Braking Condition of Metro Turnout[J].Surface Technology,2021,50(6):243-249 |
| 地铁大坡度道岔制动工况下钢轨表面接触应力变化规律研究 |
| Research on the Change Law of Rail Surface Contact Stress under the Braking Condition of Metro Turnout |
| 投稿时间：2020-07-21 修订日期：2020-10-12 |
| DOI：10.16490/j.cnki.issn.1001-3660.2021.06.027 |
| 中文关键词: 地铁 大坡度 道岔 列车制动力 钢轨表面 接触应力 轮轨作用 |
| 英文关键词:subway large slope turnout train braking force rail surface contact stress wheel-rail effect |
| 基金项目:广州地铁设计研究院股份有限公司科学技术开发项目;湖南省自然科学基金项目(2019JJ40384) |
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| Author | Institution |
| ZENG Zhi-ping | School of Civil Engineering, Central South University, Changsha 410075, China;MOE Key Laboratory of Engineering Structures of Heavy Haul Railway Central South University, Changsha 410075, China |
| XU Rong | School of Civil Engineering, Central South University, Changsha 410075, China |
| RUAN Ying | Guangzhou Metro Design & Research Institute Co., Ltd, Guangzhou 510010, China |
| LI Ping | Guangzhou Metro Design & Research Institute Co., Ltd, Guangzhou 510010, China |
| HU Ji | School of Civil Engineering, Central South University, Changsha 410075, China |
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| 中文摘要: |
| 目的 通过分析不同坡度条件下道岔钢轨在列车下坡制动作用时的力学行为，探讨了坡度对钢轨表面接触应力指标的影响情况，为铁路线路设计人员对线路坡度进行决策时提供参考。方法 针对地铁单开道岔尖轨跟端60AT轨，运用有限元方法对其进行数值模拟，建立地铁车轴与60AT轨的精细化模型，分析了制动力作用下不同坡度时钢轨表面各项应力指标，并进行了对比。结果 坡度从0%变化至3.0%时，钢轨大部分应力指标变化不大，变化幅度较大的钢轨表面纵向切应力与钢轨表面摩擦力，其变化量分别为8.40%和3.18%，均不超过10%。结论 从钢轨受力分析的层面上讲，坡度并不是控制钢轨伤损的决定性因素，为防止列车制动时钢轨表面局部应力过大，建议对该区段钢轨表面进行全长淬火处理，以提高钢轨的屈服强度。 |
| 英文摘要: |
| By analyzing the mechanical behavior of the turnout rails under train braking downhill with different slopes, the influence of slope on rail surface contact stress indicators are explored, which can provide useful reference for railway line designers to make decision on railway line slopes. Aiming at the 60AT rail at the heel end of the single turnout in the subway, the finite element method is used to carry out numerical simulation to establish the refined model of the subway axle and the 60AT rail. When the slope changes from 0% to 3.0%, most of the rail stress indicators change little, only the longitudinal shear stress of the rail surface and the rail surface friction change the most, where the changes are only 8.40% and 3.18% respectively, both of which do not exceed 10%.From the perspective of rail stress analysis, slope is not a decisive factor in controlling rail damage. In order to prevent excessive local stress on the rail surface during train braking, it is recommended to perform full-length quenching treatment on the surface of the rail in this section to improve the yield strength of rails. |
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