Profile Optimization of No. 12 Heavy Haul Railway Fixed Frog with 75 kg·m−1 Rail

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Profile Optimization of No. 12 Heavy Haul Railway Fixed Frog with 75 kg·m−1 Rail

Qian, Yao / Wang, Ping / An, Boyang / Chen, Rong / Li, Wenbo / Xu, Jingmang / Su, Qian

According to the on-site investigation, in order to optimise the stress state of No. 12 fixed frog with 75 kg·m⁻¹ rail which is popular on heavy haul lines of China, this paper presents an optimisation solution of raising the wing rail height and widening point rails for changing the rolling tracks of wheels on turnouts and improving the bearing capacity of point rails. The research results show that the geometric irregularity does not change obviously before and after the optimisation of frogs. For frogs before optimisation, the distribution of wheel-rail contact point pairs have transferred to point rails from wing rails in front of the 20 mm top width section, while for frogs after optimisation, the distribution of wheel-rail contact point pairs can only transfer to point rails from wing rails at the 20 mm top width section; Taking the 20mm top width section as an example, the LM wheels do not contact with point rails when contacting with optimised frogs, the contact stress of which has reduced to 28% of the original value, and decreased the wear abrasion of frog point rails and wing rails during the early operation of the frogs; when a vehicle passes fixed frogs before or after optimisation, the dynamic indexes of which can be controlled within the safe range specified in China. The lateral wheel-rail force varies obviously after the frogs are optimised, the maximum value of which reduces to 4.533 kN from 38.255 kN, the maximum derailment coefficient reduces to 0.049 from 0.186.