高速铁路钢轨打磨关键技术研究

根据我国高速铁路上运行车辆的车轮型面设计钢轨的预打磨轨头廓面.按照该预打磨轨头廓面对钢轨进行预打磨,可有效改善轮轨的接触状态.给出了适用于不同车轮型面的钢轨预打磨深度理论设计值以及适用于LMA和S1002G车轮型面的钢轨预打磨轨头廓面.关于预打磨后的实际轨头廓面与预打磨设计廓面的误差,在轨距角部位应控制在-0.1～0.3 mm范围内.建议我国高速铁路的钢轨打磨周期为每30～50 Mt通过总重打磨1次,对于无砟轨道取上限,有砟轨道取下限；关于60kg·m-1钢轨的预打磨深度,在轨距角部位应达到0.8～1.5 mm,在主要轮轨接触部位应大于0.3 mm;钢轨打磨后的表面粗糙度应小于10μm;采用48磨头打磨车时应打磨3～4遍,采用96磨头打磨车时应打磨2遍.

Research on Key Rail Grinding Technology of High-Speed Railway

Pre-grinding railhead profile has been designed according to the wheel profile of vehicles on high-speed railway in China.The wheel-rail contact state can be improved effectively by pre-grinding the rail in accordance with the pre-grinding railhead profile.Theoretical metal removal for different wheel profiles and the pre-grinding railhead profile applies to LMA and S1002G wheel profiles have been proposed.With regard to the error between the actual railhead profile after grinding and the pre-grinding design profile,it should be controlled within the range of 0.1-0.3 mm at the gauge corner.It is recommended that the rail grinding cycle for high-speed railway in China should be once for every total passing tonnage of 30-50 Mt.The upper limit is for ballastless track and the lower limit is for ballasted track.0.8-1.5 mm depth of metal should be removed from the gauge corner of 60 kg·m-1 rail,while the metal removal should be larger than 0.3 mm in the main wheel-rail contact area.The surface roughness of rail after grinding should be less than 10 μm.The required profile can be obtained by 3-4 passes of a grinding train with 48 grinding modules,and 2 passes of a grinding train with 96 grinding modules.