|Table of Contents|

Design method of rail grinding profile in frog area of high-speed railway(PDF)

《交通运输工程学报》[ISSN:1671-1637/CN:61-1369/U]

Issue:
2021年06期
Page:
124-135
Research Field:
道路与铁道工程
Publishing date:

Info

Title:
Design method of rail grinding profile in frog area of high-speed railway
Author(s):
LIN Feng-tao1;  WU Tao1;  YANG Yang1;  PANG Hua-fei1;  ZOU Liang1;  WENG Tao-tao1;  WANG Song-tao2;  DENG Zhuo-xin3
(1. Key Laboratory of Conveyance and Equipment of Ministry of Education, East China Jiaotong University, Nanchang 330013, Jiangxi, China; 2. CRRC Zhuzhou Locomotive Co., Ltd., Zhuzhou 412001, Hunan, China; 3. Guangzhou Railway Polytechnic, Guangzhou 510430, Guangdong, China)
Keywords:
railway engineering;  vehicle system dynamics;  wheel-rail relationship;  wheel-rail contact;  NURBS curve theory;  grinding profile
PACS:
U213.62
DOI:
10.19818/j.cnki.1671-1637.2021.06.009
Abstract:
For the critical section of a rail in the frog area with top widths of 20, 35 and 50 mm of the core rail as the research object, the rail profile reconstruction method was developed to analyze the frog area based on the NURBS curve theory. Several types of data points on the rail profile of the key section were set as design variables, and the reduction of the removal amount of grinding material and derailment coefficient were taken as the objective, and the geometric characteristics of the rail profile and the rolling contact fatigue reduction of the rail were used as constraints, the economic grinding profile of the rail in the frog area of No.18 turnout was designed. The wheel-rail contact finite element model and vehicle-track coupling dynamic model were established, and the wheel-rail contact stresses and dynamics indexes were calculated. Analysis results show that the optimized grinding profile contact points are evenly distributed and have good wheel-rail contact geometric characteristics. The removal amount of the rail grinding material decreases by 17.2% in section 2. The Mises stresses of each section decrease by 8.7%, 8.3%, and 11.5%, respectively, and the wheel-rail contact stresses decrease by 12.9%, 15.8%, and 18.0%, respectively. When the train reversely passing turnout branch, wheel-rail lateral force and lateral vibration acceleration of the car body decrease by 10.3% and 15.6%, respectively, the derailment coefficient and the wheel-load reduction rate decrease by 8.1% and 10.6%, respectively, and the fatigue index decreases by 12.2%. Therefore the optimized profile not only ensures train operation safety, but also improves train operation stability and the service life of the rail in frog areas. 5 tabs, 14 figs, 26 refs.

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Last Update: 2021-12-20