Optimization design method for rigid frog based on wheel/rail profile type

被引：1
作者：
机构：
[1] MOE Key Laboratory of High-Speed Railway Engineering, Southwest Jiaotong University
来源：
Xu, J. | 1600年 / Chinese Academy of Railway Sciences卷 / 35期
关键词：
Frog profile type; Net difference ratio; Optimization; Rigid frog; Structural irregularity;
D O I：
10.3969/j.issn.1001-4632.2014.02.01
中图分类号：
学科分类号：
摘要：
To improve the stress state of nose rail and the direct passing speed through rigid frog, and according to analyzing the failure rules of rigid frog, the optimization design method for rigid frog was proposed based on the height difference needed for wheel tread as well as the actual height difference ratio of rail top and frog profile (the net difference ratio of wheel/rail profile type). Taking the matching between LM worn type wheel tread and 60 kg·m-1 rail No.18 integral cast rigid frog as an example, the existing rigid frog structure was optimized by the proposed method. The results showed that the nose rail of the existing rigid frog profile contacted with the wheel before wing rail, which led to the serious damage of nose rail. Optimizing the rigid frog profile composed of R15 mm arc, R80 mm arc and 1: 13 oblique line could significantly improve the loading status of nose rail and reduce the vertical structural irregularity of rigid frog and the amplitude of dynamic wheel load (reduced by 45.3% and 46.79% respectively), which could be used as the rigid frog profile matching with LM worn type wheel tread. The optimization method based on the net difference ratio of wheel/rail profile is applicable to the design of the corresponding rigid frog profile for any kind of wheel tread.
引用
收藏
页码：1 / 6
页数：5
相关论文
共 15 条
  • [1] Chen R., Wang P., Li C., Optimization of service performance of no.12 heavy haul railway turnout with 75 kg·m<sup>-1</sup> rail, Journal of Railway Science and Engineering, 8, 6, pp. 7-11, (2011)
  • [2] Xiao J., Zhang F., Qian L., Numerical simulation of stress and deformation in a railway crossing, Engineering Failure Analysis, 18, 8, pp. 2296-2304, (2011)
  • [3] Chen R., Wang P., Stiffness homogenization of no.12 single turnout with fixed frog and high manganese steel used in 75 kg·m<sup>-1</sup> rail, Railway Standard Design, 8, pp. 1-4, (2012)
  • [4] Elias K., Clas A., Jens C.O.N., Simulation of dynamic interaction between train and railway turnout, Vehicle System Dynamics, 44, 3, pp. 247-258, (2006)
  • [5] Anders J., Bjorn P., Magnus E., Et al., Simulation of wheel-rail contact and damage in switches & crossings, Wear, 271, 1, pp. 472-481, (2011)
  • [6] Wiest M., Kassa E., Daves W., Et al., Assessment of methods for calculating contact pressure in wheel-rail/switch contact, Wear, 265, 9, pp. 1439-1445, (2008)
  • [7] Alfi S., Bruni S., Mathematical modelling of train-turnout interaction, Vehicle System Dynamics, 47, 5, pp. 551-574, (2009)
  • [8] Pletz M., Daves W., Ossberger H., A wheel set crossing model regarding impact, sliding and deformation-explicit finite element approach, Wear, 294, 3, pp. 446-456, (2012)
  • [9] Cao Y., Wang P., Zhao W., Design method for rigid frog based on wheel/rail contact parameters, Journal of Southwest Jiaotong University, 47, 4, (2012)
  • [10] Martin P., Werner D., Heniz O., A wheel passing a crossing nose dynamic analysis under high axle loads using finite element modeling, Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit, 226, 10, pp. 1-9, (2012)
12