42号高速道岔转辙器区钢轨磨耗规律的预测分析

为了弥补42号高速道岔钢轨磨耗规律理论研究的不足，建立了高速道岔钢轨磨耗发展的理论预测模型. 基于Archard材料磨损理论和车辆-道岔耦合动力学仿真分析进行钢轨磨耗深度分布计算；采用了一种自适应步长算法对岔区各特征位置钢轨型面进行更新，可有效减少误差累积、改善数值模型稳定性；基于理论预测模型研究了42号高速道岔尖轨和基本轨的磨耗分布和发展规律. 研究的主要结论如下:1） 直向过岔时，轮载过渡发生于35.0～50.0 mm断面之间；在轮载过渡前磨耗发展缓慢加快，轮载过渡区段磨耗发展迅速加剧，轮载过渡完成后磨耗发展有所减缓. 2） 侧向过岔时，列车进岔后很快就开始贴靠曲尖轨运行，9.1 mm断面即出现侧磨；随着曲尖轨逐渐加宽，尖轨轨肩始终存在较严重磨耗，直基本轨虽主要承担轮载，但磨耗相对曲尖轨要小得多；轮载过渡开始后曲尖轨磨耗分布变宽，轨肩磨耗显著减小，至全断面后曲尖轨磨耗再次显著减小；曲基本轨磨耗均主要分布于轨头中部，轮载过渡前磨耗发展逐渐加快，过渡开始后磨耗发展减缓. 

Prediction Analysis of Rail Wear in Switch Panel for No.42 High-Speed Turnout

In order to make up for the lack of theoretical research on the rail wear characteristics of No.42 high-speed turnout, a numerical prediction model for rail wear development of high-speed turnout was established. The rail wear depth distribution was calculated according to the Archard’s material wear theory and vehicle-turnout coupling dynamics simulation analysis. An adaptive-step algorithm was adopted to update the rail profiles at every characteristic section position, which could reduce the cumulative errors and improve the stability of the numerical model. The wear distribution and development rules of switch and stock rails of No.42 high-speed turnout were investigated using the theoretical prediction model. The main conclusions of the research were as follows. (1) When the train passes the turnout in the main direction, the wheel load transition proceeds from 35.0 mm section to 50.0 mm section. The wear development accelerates slowly before wheel load transition, accelerates rapidly in the wheel load transition area, and slows down after wheel load transition. (2) When the train passes the turnout in the branch direction, the train starts to run against the curved switch rail soon after it enters the turnout and the side wear of the switch rail begins to appear from the 9.1 mm section. With the gradual widening of the curved switch rail, it always has severe wear on the shoulder. The wear of straight stock rail is much smaller than that of curved switch rail although it is mainly bearing the wheel load. After the wheel load transition starts, the wear distribution of the curved switch rail becomes wider and the wear on the shoulder decreases significantly. After the full section, the wear of curved switch rail decreases significantly again. The wear of the curved stock rail is always distributed in the middle of the rail head, the wear development accelerates gradually before wheel load transition and slows down after the transition starts.