首页|道岔护轨间隔和翼轨间隔限值合理性分析与优化

道岔护轨间隔和翼轨间隔限值合理性分析与优化

Rationality analysis and optimization of guard rail interval and wing rail interval limits at turnouts

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针对近年来多次出现的普速铁路道岔护轨位置脱轨问题,研究了脱轨过程与机理,分析了目前护轨间隔、翼轨间隔限值与计算方法的合理性;在全国范围内选取19个车站、124组道岔开展了系统的现场试验研究,探讨了护轨间隔、翼轨间隔限值的优化方法.研究结果表明:道岔护轨位置脱轨的主要原因为车轮冲击护轨开口段导致护轨螺栓松动、护轨低头、顶部磨耗,最终造成车轮爬上护轨脱轨;现场养护维修中,护轨、翼轨间隔分布较离散,合格率较低,为68.97％～73.83％;目前的翼轨间隔限值安全裕量较大,可适当放松,为现场维修提供方便;与同号码复式交分道岔相比,单开道岔护轨开口段轮轨冲击概率略小;随着道岔号码的增大,护轨开口段冲击概率呈减小趋势;目前的护轨间隔限值设置可将车轮冲击直向护轨以及侧向护轨跟端开口段的概率控制在12％以内,但并不能有效防止侧向护轨趾端开口段的轮轨冲击,概率仍高达53.85％～75.00％;实际养护维修过程中,建议将护轨间隔限值修改为1 365 mm,可满足大部分主型道岔的需求,有效减少和避免护轨趾端开口段的轮轨冲击.
Aiming at the derailment problem of the guard rail positions of conventional speed railway turnouts which has occurred several times in recent years,the derailment process and mechanism were studied.The rationalities of current guard rail interval and wing rail interval limits and their calculation methods were analyzed.Systematic field experimental research was conducted at 19 stations and 124 turnouts nationwide,and the optimization method of guard rail interval and wing rail interval limits was discussed.Research results show that the main reason for derailment at the guard rail position of turnout is wheel's impact on the opening section of guard rail,which leads to the loosening of guard rail bolts and the tipping and wear of guard rail,finally causing wheel to climb guard rail and derails.The distributions of guard rail interval and wing rail interval are relatively discrete during the field maintenance,with a low pass rate ranging from 68.97％to 73.83％.The existing wing rail interval limit includes a substantial safety margin,which can be appropriately relaxed to facilitate field maintenance.Compared with the double slip turnout with the same number,the probability of wheel-rail impact at the opening section of guard rail of simple turnout is slightly smaller.As the number of turnouts increases,the probability of impact at the opening section of guard rail decreases.The current guard rail interval limit setting can control the probabilities of wheel impacting the open section of straight guard rail and heel end of lateral guard rail within 12％.However,it cannot effectively prevent the wheel-rail impact at the opening section of the toe end of lateral guard rail with the probability still as high as 53.85％-75.00％.To facilitate maintenance and repair,the guard rail interval limit should be 1 365 mm,which meets the requirements of most turnouts and effectively reduces and avoids the wheel-rail impact at the opening section of the toe end of guard rail.3 tabs,14 figs,30 refs.

railway engineeringconventional speed railway turnoutderailment mechanismguard rail intervalwing rail intervalfield experiment

王璞、赵振华、葛晶、马俊琦、王树国、刘孝寒

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中国铁道科学研究院集团有限公司铁道建筑研究所,北京 100081

铁科(北京)轨道装备技术有限公司,北京 102202

柏林工业大学设计建造环境学院,柏林13355

铁道工程 普速铁路道岔 脱轨机理 护轨间隔 翼轨间隔 现场试验

国家重点研发计划中国国家铁路集团有限公司科技研发计划中国铁道科学研究院集团有限公司科研项目

2022YFB2603402N2023G0782022YJ177

2024

10.19818/j.cnki.1671-1637.2024.02.006

交通运输工程学报
长安大学

交通运输工程学报

CSTPCD北大核心
影响因子：1.306
ISSN：1671-1637
年,卷(期)：2024.24(2)
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