Rail Grinding Model Based on Mechanical-Electric-Hydraulic Coupling
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摘要:
钢轨打磨发生在钢轨打磨车行驶过程中，会受到钢轨打磨车动力学性能的影响. 钢轨打磨一般设置为恒功率打磨，涉及到砂轮钢轨接触关系、砂轮钢轨磨削关系、液压系统、控制系统等，是一个机电液耦合过程. 在考虑机电液耦合的钢轨打磨过程中，基于车辆轨道耦合动力学，建立机电液耦合的钢轨打磨整体模型，包含车辆轨道耦合动力学子模型、砂轮钢轨接触子模型、磨削子模型、液压系统子模型；通过与已有的实验数据对比，对该钢轨打磨模型进行验证. 研究结果表明：车辆轨道动力学模型验证时，脱轨系数最大误差为11.11%，轮重减载率最大误差为7.69%，轮轴横向力最大误差为11.68%；液压控制模型验证时，在0.7Hz与1.7Hz波磨下，无杆腔压力偏差率分别为−2.96% ～ 2.92%、−0.32% ～ 1.38%，无杆腔流量偏差率为−24.11% ～ 0、−48.72% ～ 0；磨削模型验证时，整体趋势一致，最大偏差点处偏差量为0.036 mm；以上偏差均在可接受范围内，此模型能应用于实际的钢轨打磨研究中.
Abstract:Rail grinding occurs when the rail grinder is in traveling status, which is affected by the dynamic performance of the vehicle. Rail grinding is generally set as constant power grinding, involving a wheel-track contact relationship, wheel-track grinding relationship, hydraulic system, and control system. It is a mechanical-electric-hydraulic coupling process. The whole model of rail grinding based on mechanical-electric-hydraulic coupling was formed by considering the mechanical-electric-hydraulic coupling of the rail grinding process on the basis of vehicle-track coupling dynamics. This model included a vehicle-track coupling dynamics submodel, wheel-track contact submodel, grinding submodel, and hydraulic system submodel. This rail grinding model was validated by comparing it with experimental data. The results show that in vehicle-track dynamics model verification, the maximum deviation of derailment coefficient is 11.11%, and the maximum deviation of wheel unloading rate is 7.69%. The maximum deviation of the lateral force of the wheel is 11.68%. In hydraulic and control model verification, under 0.7 Hz and 1.7 Hz rail corrugation, the deviation range of pressure in the rodless cavity are between (−2.96%–2.92%) and (−0.32%–1.38%), and the deviation range of flow in the rodless cavity are between (−24.11%–0) and (−48.72%–0). In grinding model verification, the trend is generally consistent, with a deviation of 0.036 mm at the point of maximum deviation. The above deviations are all within the acceptable range, proving that this model can be applied to practical rail grinding study.
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图 6 基于机电液耦合钢轨打磨模型
Figure 6. Rail grinding model based on mechanical-electric-hydraulic coupling
图 8 波磨不平顺对打磨压力与流量的影响
Figure 8. Influence of rail irregularity on grinding pressure and flow
表 1 曲线设置
Table 1. Curve parameters
曲线工况 曲线半径/m 缓和曲线/m 外轨超高值/m 圆曲线长/m 通过速度/（km·h−1） 1 400 120 0.12 100 70 2 500 110 0.11 100 80 3 600 100 0.1 100 80 4 700 100 0.1 100 100 5 800 100 0.1 100 100 6 1000 90 0.09 100 100 7 1000 90 0.09 100 110 8 1200 80 0.08 100 120 
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