铁路道岔弹性轨撑的研制

Development of Resilient Rail Brace for Railway Turnout

为解决铁路道岔区段轨距和线型难以保持、外轨外倾且侧磨严重等问题，在铁路普通轨撑的基础上研制道岔弹性轨撑。该弹性轨撑的背面粘贴了厚4mm的硫化橡胶垫，增加了其横向弹性；对硫化橡胶垫背面、轨撑背部及底部过渡部位的形状进行优化，使之与钢轨轨腰及轨底的形状吻合，从而增大接触积，使受力更加均匀；在弹性轨撑两侧立面与u型槽和轨底的连接处均做倒角处理，以降低应力集中。现场试验表明：安装弹性轨撑后，列车以不同速度通过道岔时，转辙器外轨的横向位移减小4．2％～59．2％，且列车驶入侧和接头处的外轨横向位移减小更明显；轨距变化量减小8．9％～23．8％，且钢轨接头处的轨距变化量减小最为明显；外轨动刚度明显增加，最大值达166．5％；安装道岔弹性轨撑后经运营半年多，钢轨的累计侧磨最大值仅为0．4mm，养护维修周期从过去的每周1次降到2周1次。

In order to tackle the problems on railway turnouts, such as the inconsistent track gauge and the linetype, serious side wear and extroversion of the outer rail, resilient rail brace was developed based on ordinary type. 4 mm thickness vulcanized rubber mats was pasted on the back of resilient rail brace to increase its transverse elasticity. And then both the curve shape of the back facade of vulcanized rubber mats and the transition part of resilient rail brace back facade and the bottom were optimized, so that they could fit rail waist and bottom shape, thus increasing the contact area, making the force more even. Both sides of the resilient rail brace facade as well as the connections between U-shaped groove and the rail bottom were chamfered to reduce stress concentrations. Field tests indicate that after installing resilient rail brace, when train traveling through turnouts at different speeds, the lateral displacement of derailleur outer rail is decreased 4. 2% - 59.2 %, and the lateral displacement of outer rail where the side when train is approaching and rail joints decreases more obviously. Gauge variation is decreased 8. 9% - 23.8 %, and the gauge of rail joints decreases most obviously. The dynamic stiffness of outer rail is increased significantly, and the maximum is up to 166. 5%. After installing resilient rail brace and in service for more than half a year, the maximum of cumulative rail side wear is only 0.4 mm, and the maintenance cycle is reduced from once a week to once every two weeks.