钢轨打磨技术研究进展

45 1 2010 2 JOURNAL OF S OUT HW EST J I A OT ONG UN I V ERSI TYVol .45 No .1Feb .2010 :2009208203: (50875221); 973 (2007CB714702);(2009BAG12A012B11): (1956-), , , , , ,E 2mail:xsjin@home .s wjtu .edu .cn:025822724(2010)0120001211 DO I:10.3969/j .issn .025822724.2010.01.0011, 2, 2,2(1. , 610031;2. ,610031): , . , . : ; ; .: ; ; ; ; ; :U216.424 :ASt a te of Arts of Research on Ra il Gr i n d i n gJ IN X uesong 1, DU X ing 2, G UO Jun 2, CU I D abin2(1.Tracti on Power State Key Laborat ory,South west J iaot ong University,Chengdu 610031,China;2.School ofM echanical Engineering,S outh west J iaot ong University,Chengdu 610031,China )Abstract :A detailed intr oducti on t o the existing theories and techniques of rail grinding and their app licati on p ractices was p resented .The interacti ons bet w een rail grinding and rail r olling contact fatigue,rail wear,noise and rail lubricati on,as well as their models,were discussed .Based on the existing econom ic models f or rail grinding,a modified econom ic model was p r oposed,with the costs of dep reciati on of grinding equi pment incor porated .Suggesti ons about researches in the future arep resented:devel op ing a computer p r ogra m based on rail grinding p ractices t o op ti m ize rail grinding p r ofile,investigating an op ti m izati on model that integrates the indexes of vehicle 2track coup ling dyna m ics and grinding costs,op ti m izing rail grinding p r ocedures under different working conditi ons .Key words :rail grinding;contact fatigue;crack;wear;noise;econo m ic model, . , . , , .[1],,1989 [2]. ,[3 6],, [7]. :(1) , , , ;45(2) , 50% 300%[8];(3) , , ;(4) , ., . , , [8], , . , , , .1, , . , , . , .1993 ,Cooper[9] . [2] . [10] .[11] ( ) ( ) ., ; ( ) ( ) . , . , , . . , ., , [12]. , , , , . , , , . , 0.15 0.4mm . , ( ) . , . , , , , , .1.2 107t .22.1 2 2 2, . λ [13]. , . , , , [14]. , . , . 2 3a[15]. , , . , . , , , .2 2 . , , . , 2 2 221 :. , , 20 . 1 106[16]. ,.Cannon Pradier [17], α, α . α .[18]. , , . . , . .2000 7.3 , α ., . , , 1(a ) . , , 1(b ) , , , ,,. [19,20].[21].. , . , ( ). , . , . 2 [21] . , . , . , , , A.1 [21]Fig .1 M echanis m of crack p r opagati on due t othe p ressure of trapped fluid[21]2 [22]Fig .2 Model of crack p r opagati on and the rail grinding contr olling[22]345[23].,W =K s,pS (x,y )Q (x,y ) x y,(1):W ;K s,p ;S (x,y ) ;Q (x,y ) ., , , , , . , . ( 2 A ). [22,24] , 3 , S 1 ( + );S 2,S 3,S 4,S 5. , 15 30MGT (m illi on gr oss t on ) 0.05 0.08mm , 0.1524mm , S 1 . . λ[25]. 3(a ) .,1970, [26]. , , 70% 80%.2 3 [27].. , 4[22]. 1 1 3 . 2 3 , . 3 , , . , 3 ( ) 1 , 9 . . ,.,[28], α ., , . , .[28]. ( ). , ,41 :. , . ,.4 [22]Fig .4 Rail grinding contr olling crack p r opagati on[22],, .[29], ,2a 1 . , 3 ( 1740/3m ) , . , , ., , . , , . , , , . , , , .2.2 , , , . ,1997 (Eisenbahn 2Bundesa m t,E BA ) , 2 , , . (Deutache Beteiligungs A rndt Gingrich ) Sch weerbau &Co .RG EBA, G WM . , ,45d B , 40d B [30], 1h .Kal ousek[31]8 ,[32,33], 5. , 0.5mm , TT ,H 1 H 4 ,,L 1 L 3 , . , ,.5 [31]Fig .5 Nati onal Research Council gaugetemp late for rail grinding[31]2001 200545,48 38 1000 , , 8 , 4 (H,TF2,TG2,L10), 8 , 1. , , , , .1 1993 2001Tab.1 The NRC gage te mp late f or rail grinding in1993against that in20011993 20011993 2001( )H4H ( )L3L10 ( <271m)H4H <271m L3L10(217m< <348m)H3H217m< <348m L2L10(348m< <696m)H2H348m< <696m L2L10(696m< <1160m)H1H696m< <1160m L1L10 (1160m< )H1TF2/TT1160m< L1L10 TG2/TF2TG TG2/TF2TF TF2TF TF2, . , . α , [34]:(1) , ; ; ;(2) , , ;(3) , ;(4) , , , , , .3, , . ., [35].Tada[36] 48 164k m 40MGT, , 6 1988 1999 . 6 ,1980 1999 , .(Burlingt on Northern Santa Fe Rail w ay) 40a [37]. 1987 , , 30MGT 1 , , . 1988 , , . 90MGT, 40%. , [38].1991 , , , 18 40MGT . 1995 , , .1997 , 60 200MGT , , 1994 70%. 1999 , ,BNSF61 :NRC .. 2 BNSF . [6]. , , .Quebec Cartier 20 70 24 , 18 , . , 206 Fig .6 Statistics of erased rail da mages2 BNSFTab .2 Collecti on of the strategy of rail grinding in BNSF/MGT/k m/1970384810 198535 403216802003252826508016 , , , . Quebec Cartier ,1990 1996 , 70α 10α. , 290m (1740/6) ,95.50MGT 273.38MGT, 870 1740m , 142.25277.35MGT 406.42MGT[39]. 3.3 [38]Tab .3 Statistics of the rail grinding cycle in Australia[38]/m /MGT/MGT/MGT45051010151020450<R 650102010251525650<R 10001020152515301000<R 4000153015352035>40002040254525504, . :(1) α ;(2) , ;(3) , ;(4) , ;(5);(6) ;(7) , ;(8) .Chatt opadhyay[40], C g C d C i C r C re . :C t ot =C g +C d +C i +C r +C re ,(2)745:Cg( i);Cd;Ci ;Cr, ;Cre., Cr owder [41] W eibull 22 ,Fn(m)=1-exp(- m) ,(m)=f n(m)1-F n(m)=( m) -1exp(- m) )1-(1-exp(- m) ))= ( m) -1,(3):Fn(m) ;m MGT; (m) m ; W eibull . =3.6 1250<1/ <2350 , L, G,i ni, r( ),Chatt opadhyay [40],C g=N-1i=1Gn i L(1+r)ir y1-1(1+ry)y.(4)[42] , . , :C tot=N-1i=1Gn i L(1+r)ir y1-1(1+ry)y+N-1i=1n Gpih D T d(1+r)ir y1-1(1+ry)y+N1j=1i c(+ri)jr y1-1(1+ry)y+y x=0 Ni=0E[N(M i+x+1,M i+x)][p i,x(B)k+(1-p i,x(B))(p i,x(A)a)+(1-p i,x(A))Äc](1+r)21-11+r yi+r y1-1(1+ry)y+I1-11+r1-1(1+ry)y+N ji=1c j M j+Y j c s(1+r)ir y1-1(1+ry)y i+xC NDT,(5):P i,1(B)= , P i,1=1-{1- )N i,x=1+N i,x=2}(1- )N i,x=1+N i,x=2,P i,3(B)=1-{1- )N i,x=1+N i,x=2}(1- )+N i,x=3N i,x=1+N i,x=2N i,x=3(1- ),:Pi(B);Pi(A) ;a ;;G ;nGP ii;r ;ri ;y ;hD T ;d;ic;Äc;I ;cs;Yj(0 ;1 );C ND T., Chatt opadhyay ,Chatt opadhyay. ,,,81 := (12 )., :C tot =N -1i =1Gn GP i L(1+r )ir y1-1(1+r y )y+N -1i =1n GP i h D T d(1+r )ir y1-1(1+r y )y+1j =1i c(1+r i)jr y1-1(1+r y )y+yx =0 Ni =0E [N (Mi+x +1,M i+x )][p i,x (B )k +(1-p i,x (B ))(p i,x (A )a )+(1-p i,x (A ))Äc ](1+r )i1-11+r y(1+r y )1-1(1+r y )y+I11+r1-1(1+r y )y+N ji =1c j M j +Y j c s (1+r )ir y1-1(1+r y )y i+xC NDT +N -1i =1n GP i L c d(1+r )jr y 1-1(1-r y )y,(6)c d ,Chatt opadhyay .5, :(1) ;(2) , ;(3) ;(4) , ;(5) , ;(6) ;(7) ., , , , , , , , . 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