Combined Laser Strengthening Method for Ramp/Curved Rail-Turnout and Straight Rail-Turnout

Abstract

A combined laser strengthening method for a ramp / curve rail and turnout assembly and a straight road rail and turnout assembly includes that various positions of the ramp / curve rail and turnout assembly are subjected to viscosity-increasing strengthening with equal strengthening depths; various positions of the straight road rail and turnout assembly are subjected to viscosity-reducing strengthening with equal strengthening depths; the strengthening depths of the viscosity-increasing strengthening and the strengthening depths of the viscosity-reducing strengthening are equal and are larger than or equal to wheel-rail rolling contact fatigue influence depths; and the strengthening depths are defined as thicknesses of phase-change structures of surface layers of materials due to the laser strengthening, in other words, distances from interfaces of the phase-change structures and matrix structures to surfaces of the materials. The combined laser strengthening method has the advantages that after being strengthened by the combined laser strengthening method, rails and turnouts in a total section are high in service life matching, long in service life, high in reliability and convenient to use and maintain, the driving tractive capacity of a train can be improved, and energy consumption of the train during running is reduced.

Description

technical field [0001] The invention relates to the technical field of laser strengthening processing of railway track components. Background technique [0002] Tracks and turnouts are the parts that support and guide the operation of trains. Their service life and reliability are related to the economy of railway transportation, the safety of trains in service, ride comfort and environmental noise. During the operation of the train, under the impact of complex wheel-rail / turnout rolling contact, there will be environmental problems such as wheel-rail / turnout impact and slippage noise, damage problems such as surface peeling and wear, and fatigue fractures. safe question. At the same time, in order to improve the comprehensive operation performance of trains, there are strict technological requirements for low noise, long life, high reliability and safety for tracks and turnouts. [0003] According to the manufacturing technology characteristics of railway rails and turnou...

AI Technical Summary

Problems solved by technology

[0007] However, the existing rail-turnout laser surface strengthening method does not need to be combined with the green technology related to the geographical environment of the railway line, and the processing method and strengthening depth are not organically combined with the life requirements and failure mechanisms of the rail-turnout. The main problems are as follows:

[0008] 1. Steel rails and turnouts are strengthened in different factories or workshops, and the strengthening methods and depths are different, resulting in a mismatch in the service life of the two, which seriously affects the service life of the entire track

And the existing strengthening methods do not consider the depth of laser strengthening, and there is no concept of laser strengthening depth

The thickness of the steel rails and turnouts after strengthening has different effects on the phase transition of the surface layer of the material, resulting in a large difference in the resistance of the rails and turnouts to the subsurface peeling damage failure caused by wheel-rail rolling contact fatigue, and the service life is uneven. , which affects the overall service life of the track in the whole section, and also makes maintenance and repair extremely inconvenient

[0009] 2. The compatibility of the rail-turnout laser surface strengthening method and the geographical environment of the railway line

Use the same method to strengthen various road sections, the ramp / curve rail-turnout wears more seriously, and the service life is short, and the life of the two kinds of rail-turnouts does not match. The service life of the rails and turnouts in the entire road section needs to be improved; And the rail-turnout adhesion at the ramp / curve is the same as that at the straight position, and the adhesion between the rail-turnout at the ramp / curve and the wheel is not enough, which limits the improvement of the train's driving traction capacity, and the straight position The adhesion between the rail-turnout and the wheel is relatively high, which increases the friction resistance of the train during operation and increases the energy consumption of the train operation