Method and device for improving wear resistance of railway steel rail based on heat treatment

Abstract

The invention provides a method and device for improving the abrasion resistance of a railway steel rail based on heat treatment, and relates to the technical field of rail traffic equipment maintaining.The method comprises the steps that first information and second information are obtained, the first information comprises the speed and axle load of a railway vehicle, and the second information comprises the output power of an energy beam; quenching parameters of the steel rail are calculated according to the first information and the second information, the quenching parameters comprise the quenching depth, the quenching diameter, the first quenching interval and the second quenching interval, and the first quenching interval is the distance between next-round quenching and current-round quenching in the direction parallel to the steel rail; the second quenching interval is the distance in the direction perpendicular to the steel rail in each time of quenching in one round of quenching; and the steel rail is quenched according to the quenching parameters, and the quenched steel rail is obtained. The quenching depth, diameter and spacing are matched with the service environment of the railway steel rail, so that the wear resistance and the service life of the steel rail in the long-term service process are improved, and the cost is greatly reduced compared with that of steel rail polishing.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit equipment maintenance. Specifically, it relates to a method and device for improving the wear resistance of railway rails based on heat treatment. Background Art

[0002] Wear and rolling contact fatigue are the main damage forms of railway rails, which will deteriorate the contact state between the wheel and the rail, and further affect the railway operation safety and the service life of the rail. The common maintenance method for rail damage is to grind the rail surface to match the wheel-rail relationship, but this method cannot maintain a good wheel-rail contact state for a long time, and the improvement of the rail life is limited.

[0003] Although there is already a method of improving the wear resistance of rails by quenching the rail surface, the specific service environment of the rail is not considered during quenching, and it can only improve the wear resistance of the rail in a short time, and the fatigue life of the rail will also be adversely affected. If the degree of mismatch between the rail after quenching according to the usual quenching method and its specific service environment is large, it may be necessary to perform multiple repeated quenches, resulting in waste of resources and also unable to guarantee the wear resistance and service life of the rail during long-term service. Summary of the Invention

[0004] The purpose of the present invention is to provide a method and device for improving the wear resistance of railway rails based on heat treatment to solve the above problems. To achieve the above purpose, the technical solutions adopted by the present invention are as follows:

[0005] In a first aspect, the present application provides a method for improving the wear resistance of railway rails based on heat treatment, including:

[0006] Obtaining first information and second information, where the first information includes the speed and axle load of a railway vehicle, and the second information includes the output power of an energy beam;

[0007] Calculating quenching parameters according to the first information and the second information, where the quenching parameters include quenching depth, quenching diameter, first quenching spacing, and second quenching spacing. The first quenching spacing is the distance between the next quenching and the current quenching in the direction parallel to the rail, and the second quenching spacing is the distance between each quenching in one round of quenching in the direction perpendicular to the rail;

[0008] Quenching the rail according to the quenching parameters to obtain a quenched rail.

[0009] In a second aspect, the present application also provides a device for improving the wear resistance of railway rails based on heat treatment, including:

[0010] The first acquisition module is configured to acquire first information and second information, where the first information includes the speed and axle load of a railway vehicle, and the second information includes the output power of an energy beam;

[0011] The first processing module is configured to calculate quenching parameters according to the first information and the second information. The quenching parameters include quenching depth, quenching diameter, first quenching spacing, and second quenching spacing. The first quenching spacing is the distance between the next round of quenching and the current round of quenching in the direction parallel to the rail, and the second quenching spacing is the distance between each quenching in a round of quenching in the direction perpendicular to the rail;

[0012] The second processing module is configured to quench the rail according to the quenching parameters to obtain the quenched rail.

[0013] The beneficial effects of the present invention are as follows:

[0014] By matching the depth, diameter, and spacing of quenching with the service environment of railway rails, the present invention improves the wear resistance and service life of rails during long-term service, and the cost is significantly reduced compared with rail grinding.

[0015] Other features and advantages of the present invention will be described in the subsequent specification, and some of them will become obvious from the specification or can be understood by implementing the embodiments of the present invention. Description of the Drawings

[0016] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following will briefly introduce the drawings required in the embodiments. It should be understood that the following drawings only show some embodiments of the present invention, so they should not be regarded as limiting the scope. For those of ordinary skill in the art, other related drawings can be obtained based on these drawings without creative efforts.

[0017] Figure 1 It is a schematic flow chart of a method for improving the wear resistance of railway rails based on heat treatment described in the embodiments of the present invention;

[0018] Figure 2 It is a schematic structural diagram of a device for improving the wear resistance of railway rails based on heat treatment described in the embodiments of the present invention;

[0019] Figure 3 It is a schematic diagram of the distribution of quenching spots for improving the wear resistance of railway rails based on heat treatment described in the embodiments of the present invention;

[0020] Figure 4 It is a schematic comparison diagram of the relationship between the rail life and wear rate in a railway section described in the embodiments of the present invention before and after quenching and tempering treatments;

[0021] Figure 5Schematic diagram of the distribution of quenching spots on the switch rail at a railway turnout after quenching in the embodiments of the present invention;

[0022] Figure 6 Schematic diagram of the comparison of the relationship between the life and wear rate of the switch rail at a railway turnout before and after quenching and tempering treatments in the embodiments of the present invention.

[0023] Reference signs in the figure: 901, first acquisition module; 902, first processing module; 903, second processing module; 904, second acquisition module; 905, third processing module; 906, fourth processing module; 9021, first processing unit; 9022, second processing unit; 9023, third processing unit; 9024, fourth processing unit; 9025, fifth processing unit; 9026, sixth processing unit; 9051, seventh processing unit; 9052, eighth processing unit; 9053, ninth processing unit; 9054, tenth processing unit; 90261, first processing sub-module; 90262, second processing sub-module; 90263, third processing sub-module; 90264, fourth processing sub-module; 90541, fifth processing sub-module; 90542, sixth processing sub-module; 90543, seventh processing sub-module; 90544, eighth processing sub-module. Detailed implementation manners

[0024] To make the objectives, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Apparently, the described embodiments are some but not all of the embodiments of the present invention. Components of the embodiments of the present invention generally described and illustrated in the drawings herein may be arranged and designed in a variety of different configurations. Therefore, the detailed description of the embodiments of the present invention provided herein is not intended to limit the scope of the claimed invention, but merely represents selected embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts fall within the protection scope of the present invention.

[0025] It should be noted that: like reference numerals and letters denote like items in the following drawings, and thus, once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings. At the same time, in the description of the present invention, the terms "first", "second", etc. are only used for descriptive distinction and cannot be construed as indicating or implying relative importance.

[0026] Embodiment 1:

[0027] See Figure 1 , which shows that the method includes steps S1, S2, and S3.

[0028] S1. Obtain the first information and the second information, where the first information includes the speed and axle load of a railway vehicle, and the second information includes the output power of an energy beam;

[0029] Specifically, step S1 includes:

[0030] In this embodiment, the operating speed and axle load of the vehicle can be obtained from the vehicle parameters corresponding to the vehicle model. Although there may be traction and braking behaviors of the vehicle when passing through some special positions, the operating speed and axle load of the vehicle can also be derived by installing displacement sensors or acceleration sensors and collecting the displacement or vibration acceleration of the rail when the train passes. The energy beam used in this embodiment is a high-energy beam, and when performing quenching treatment, the output power of the high-energy beam is taken as 2 - 4 kW.

[0031] S2. Calculate quenching parameters according to the first information and the second information, where the quenching parameters include quenching depth, quenching diameter, first quenching spacing, and second quenching spacing. The first quenching spacing is the distance between the next quenching and the current quenching in the direction parallel to the rail, and the second quenching spacing is the distance between each quenching in one round of quenching in the direction perpendicular to the rail;

[0032] S21. Calculate a first coefficient based on the second information, where the first coefficient is used to calculate the quenching depth. Among them, the first coefficient Θ is a coefficient determined by comprehensively weighing the quenching efficiency, anti-wear effect, and economic benefits;

[0033] The anti-wear effect is reflected by the wear difference between the unquenched rail and the quenched rail under the same service conditions, that is, the same train axle load, speed, and running time. The closer the wear difference between the two is, the worse the anti-wear effect is;

[0034] The quenching efficiency and economic benefits are closely related to the quenching spot depth h. The greater the required quenching spot depth h is, the more quenching time is required for a quenching process of a strengthening spot, thus affecting the quenching efficiency, or a higher quenching energy output is required, thus affecting the economic benefits;

[0035] Without special requirements, generally, it is recommended that the value of the first coefficient Θ be 2.5;

[0036] S22. Calculate the quenching depth based on the first information and the first coefficient to obtain the quenching depth. The formula for calculating the quenching depth is:

[0037]

[0038] Among them, h is the quenching depth, P is the output power of the high-energy beam during quenching, M is the axle load of the railway vehicle, V is the speed of the railway vehicle, π is the pi, g is the acceleration due to gravity, and Θ is the first coefficient. In the formula, the output power P of the high-energy beam during quenching is directly proportional to the quenching depth, that is, the greater the output power of the high-energy beam, the deeper the depth of the strengthening spot;

[0039] The above formula considers that for the rail, the train load borne by the rail is the direct cause of rail wear and fatigue damage, and the train load is closely related to the axle load and speed of the vehicle. In this embodiment, by means of high-energy beam quenching strengthening to improve the strength and toughness of the rail, it is necessary to associate the depth of the high-energy beam quenching spot with the operating conditions of the vehicle, so as to realize the precise improvement of the service life of the rail in a given section by using the high-energy beam.

[0040] S23. Calculate the quenching diameter based on the quenching depth to obtain the quenching diameter. The calculation formula for the quenching diameter is:

[0041]

[0042] Among them, d is the quenching diameter, π is the pi, and h is the quenching depth. Since there is a proportional relationship between the quenching diameter d and the depth, after obtaining the quenching depth h, the quenching diameter d can be obtained according to the proportional relationship in the above formula;

[0043] S24. Calculate the first quenching spacing based on the first information and the first coefficient to obtain the first quenching spacing. The calculation formula for the first quenching spacing is:

[0044]

[0045] Among them, s is the first quenching spacing, ξ is the adjustment coefficient, h is the quenching depth, M is the axle load of the railway vehicle, and V is the speed of the railway vehicle; as Figure 4 shown, if the first quenching spacing s is smaller, the arrangement of the quenching spots obtained after quenching will be closer, so the wear resistance of the rail is stronger. However, if the first quenching spacing s is too small, it will cause hard brittle fracture and crack propagation of the rail, which is not conducive to the fatigue damage of the rail. Therefore, it is regulated by the adjustment coefficient ξ. When ξ is between 3 and 7, the control effect on crack propagation is relatively good, and the larger ξ is, the less likely the crack is to expand in a large range. Generally speaking, from the perspective of crack propagation, it is recommended to take 7. Subsequently, according to the actual situation, when the anti-wear effect is not ideal, the value of the adjustment coefficient ξ can be appropriately reduced.

[0046] S25. Calculate the second quenching spacing based on the quenching depth and the first quenching spacing to obtain the second quenching spacing;

[0047] Specifically, step S25 includes:

[0048] S251. Calculate a first distance according to a first preset multiple of the quenching depth to obtain the first distance;

[0049] S252. Calculate a second distance according to a second preset multiple of the first quenching spacing to obtain the second distance;

[0050] S253. Calculate the second quenching spacing according to the first distance and the second distance to obtain the second quenching spacing. In this embodiment, in order to ensure that there is no overlap and intersection between the strengthening spots, the second quenching spacing can be taken as the minimum value between 4.5 times the quenching depth h and 2 times the first quenching spacing s. Finally, the distribution of the quenching spots obtained after quenching according to the first quenching spacing and the second quenching spacing is as Figure 3 shown, Figure 3 in which the quenching spots are evenly and discretely arranged on the rail.

[0051] S3. Quench the rail according to the quenching parameters to obtain the quenched rail.

[0052] After quenching the rail according to the method of this embodiment, the wear resistance of the rail is significantly improved, but obvious crack initiation occurs at the edges of the quenching spots. In order to ensure the wear resistance of the quenched rail while reducing the fatigue damage caused by crack initiation, tempering treatment is performed on the quenched rail to inhibit the crack initiation rate.

[0053] In this embodiment, by finding the optimal tempering temperature and time, the wear rate of the rail surface is made greater than the crack initiation rate, so that only wear appears on the rail surface without crack initiation, realizing the strengthening and toughening design. The specific steps include:

[0054] S4. Obtain third information, where the third information includes the wear rate, crack initiation rate, and crack initiation rate change amount of the quenched rail. In this embodiment, a profile measuring instrument is used to regularly detect the on-site rail, and the data is fitted to deduce the wear rate V C of the quenched rail, the crack initiation rate V M and the crack initiation rate change amount V MT . In addition, the finite element method can also be applied to simulate the vehicle rolling over the rail, and the wear rate V C of the rail, the crack initiation rate V M and the crack initiation rate change amount V MT are solved by using the wear and fatigue prediction model;

[0055] S5. Calculate the tempering parameters according to the first information, the third information, and the quenching parameters, where the tempering parameters include the tempering time and the tempering temperature;

[0056] S51. Calculate a second coefficient based on the quenching depth and the first quenching spacing to obtain the second coefficient, which is used to calculate the tempering temperature. Wherein, the values of the second coefficient according to the quenching depth and the first quenching spacing are shown in Table 1. For different ranges of quenching depth and first quenching spacing, the second coefficient also changes. Table 1 is as follows:

[0057]

[0058] Table 1

[0059] S52. Calculate the tempering temperature according to the difference between the crack initiation rate and the wear rate, the change amount of the crack initiation rate, and the second coefficient. Wherein, after obtaining the second coefficient ψ according to the quenching depth, the tempering temperature is calculated according to the following formula. The formula for calculating the tempering temperature is:

[0060]

[0061] Where, K is the tempering temperature, V C is the wear rate of the rail, V M is the crack initiation rate, V MT is the change amount of the crack initiation rate. The above formula calculates the tempering temperature according to the difference between the wear rate V C and the crack initiation rate V M of the rail, which can ensure that the wear rate on the rail surface is greater than the fatigue crack initiation rate, so that only wear appears on the rail surface without crack initiation;

[0062] S53. Calculate the tempering time according to the first information and the tempering temperature;

[0063] Specifically, step S53 includes:

[0064] S531. Generate a speed interval and an axle load interval respectively according to the operating speed and axle load of the vehicles in the railway section;

[0065] S532. Calculate a third coefficient based on the speed interval and the axle load interval. The third coefficient is used to calculate the tempering time. Wherein, the corresponding values of the finally obtained speed interval and axle load interval and the third coefficient are shown in Table 2. Table 2 is as follows:

[0066]

[0067] Table 2

[0068] S533. Calculate the tempering time according to the third coefficient and the tempering temperature. After obtaining the third coefficient δ according to Table 2, calculate the tempering time using the following formula:

[0069]

[0070] where T is the tempering time, K is the tempering temperature, and δ is the third coefficient. The above formula determines the tempering time based on the tempering temperature and the third coefficient, and the tempering time can be adjusted according to the actual service environment of the rail, reducing resource waste as much as possible while ensuring the tempering effect.

[0071] S6. Temper the quenched rail according to the tempering parameters to obtain the tempered rail.

[0072] As Figure 4 shown, point M 1 , point M 2 and point M 3 are points on the competition curve of the rail life and wear rate before treatment in this embodiment. Point M 4 , point M 5 and point M 6 are points on the competition curve of the rail life and wear rate after treatment in this embodiment. After discrete quenching treatment and tempering treatment after quenching, both the wear life and fatigue life of the rail are improved. Further, through tempering treatment regulation, the competition relationship between rail wear and fatigue is in the curve segment between point M 5 and point M 6 , and as close as possible to point M 5 . While improving wear resistance, the initiation of surface fatigue cracks is inhibited, and the rail life is controlled by wear.

[0073] Example 2:

[0074] The turnout is a key device on the railway track, and the switch rail is an important part of the turnout turnout section. When the train passes through the switch rail of the turnout, due to the transfer and discontinuity of the wheel-rail contact surface, dynamic wheel-rail forces will be generated, accompanied by significant wheel-rail impacts, resulting in severe uneven wear on the surface of the switch rail. The uneven wear will make the switch rail have lower wear resistance and be more prone to crack initiation, with a shorter service life.

[0075] Therefore, when quenching the switch rail at the turnout, it is necessary to specifically consider that the service environments at different top widths of the switch rail are also different. In this embodiment, a method for improving the wear resistance of the switch rail at the railway turnout is provided, and the specific steps are as follows:

[0076] S1. Obtain the first information and the second information. The first information includes the turnout speed and axle load of the vehicle in the railway turnout section, and the second information includes the power of the energy beam and the switch rail data. The switch rail data includes the top width of the switch rail tip, the area of the switch rail cross-section, and the dynamic wheel-rail force on the switch rail.

[0077] Specifically, step S1 includes:

[0078] S11. Test and collect the turnout acceleration of the vehicle in the turnout section by installing an acceleration sensor beside the rail in the turnout section. After noise reduction and data processing of the tested and collected turnout acceleration of the vehicle in the turnout section, the turnout speed of the vehicle can be deduced. For the axle load of the vehicle in the turnout section, it can be obtained according to the vehicle-related parameters corresponding to the vehicle model passing through the turnout.

[0079] S12. The energy beam used for quenching in this embodiment is a high-energy beam, and the output power during irradiation of the high-energy beam is generally controlled at 3 - 5 kW.

[0080] S13. By collecting the switch rail size information, obtain the top width information of the switch rail tip, the cross-sectional area of the switch rail at each top width, and the dynamic wheel-rail force received.

[0081] S2. Calculate the quenching parameters corresponding to the top width of the switch rail according to the first information and the second information. The quenching parameters include the quenching depth, quenching diameter, and quenching spacing. The quenching spacing is the distance between the next quenching and the current quenching in the direction parallel to the switch rail.

[0082] Specifically, step S2 includes:

[0083] S21. Calculate the first coefficient corresponding to the top width of the switch rail based on the ratio of the cross-sectional area of the switch rail to the top width of the switch rail tip. The first coefficient is used to calculate the quenching depth. Among them, the first coefficient Ω is a coefficient related to the top width of the switch rail tip. During the quenching process, the non-uniform cross-section of the switch rail leads to inconsistent heat dissipation rates at different top widths. Generally speaking, the larger the top width of the switch rail tip, the faster the heat dissipation. In order to balance the anti-wear effect at different top width positions of the switch rail, in this embodiment, it is taken as the quotient of the cross-sectional area of the switch rail and the top width of the switch rail tip and rounded to an integer:

[0084] S22. Calculate the quenching depth based on the first information and the first coefficient to obtain the quenching depth. The formula for calculating the quenching depth is:

[0085]

[0086] Among them, π is the pi, h is the quenching depth, Ω is the first coefficient, P is the power of the high-energy beam used for quenching, v is the turnout speed of the vehicle in the railway turnout section, m is the axle load of the vehicle in the railway turnout section, and g is the acceleration due to gravity.

[0087] In the above formula, we not only consider that the power P of the high-energy beam used for quenching is directly proportional to the quenching depth h, that is, the higher the power P of the high-energy beam used for quenching, the greater the quenching depth h. At the same time, we also consider the relationship between the quenching depth and the vehicle operating conditions. By calculating the quenching depth h in this way, we can accurately determine the quenching depth h according to the service conditions of the switch rail, achieving an accurate match between the energy consumption during the quenching process and the service life of the strengthened switch rail, minimizing energy loss as much as possible on the basis of meeting the anti-wear effect and saving economic investment.

[0088] S23. Calculate the quenching diameter based on the quenching depth to obtain the quenching diameter. The formula for calculating the quenching diameter is as follows:

[0089]

[0090] where π is the pi, d is the quenching diameter, and h is the quenching depth. In this embodiment, when obtaining the quenching diameter for the switch rail of the turnout, it is different from obtaining the quenching diameter of the ordinary rail in the railway section. Since the dynamic alternating force borne by the switch rail will cause serious wear of the switch rail, the ratio of the quenching diameter to the quenching depth at the switch rail of the turnout is enlarged. In this way, a more reasonable quenching diameter can be selected according to the quenching depth, which can further improve the anti-wear effect of the switch rail;

[0091] S24. Calculate the quenching pitch based on the first information, the top width of the switch rail, and the wheel-rail dynamic force received by the switch rail to obtain the quenching pitch;

[0092] Specifically, step S24 includes:

[0093] S241. Calculate the second coefficient corresponding to each switch rail top width based on the ratio of the wheel-rail dynamic force received by each section of the switch rail to the top width of the switch rail to obtain the second coefficient. The second coefficient is used to calculate the quenching pitch of each section of the switch rail. Among them, the second coefficient Λ is mainly related to the top width of the switch rail section and the received dynamic wheel-rail force. Specifically, the smaller the top width of the switch rail, the smaller the value of the second coefficient Λ. By adjusting the quenching pitch through the second coefficient Λ, the arrangement of the quenching spots after quenching is made closer, so that not only better wear resistance can be obtained, but also the wear of the quenched switch rail is ensured to be uniform;

[0094] However, the quenching spots after quenching may overlap and cross. Therefore, in this embodiment, the second coefficient Λ is obtained according to the following method. The second coefficient Λ takes The purpose of adding +3 is to avoid the safety margin for the overlap of the quenching spots after quenching. The calculation formula of F is as follows:

[0095]

[0096] F is the unit wheel-rail force on the switch rail, f is the wheel-rail force f at a certain switch rail top width of the switch rail, D is the switch rail top width at the switch rail top width corresponding to the wheel-rail force f;

[0097] Calculate the quenching spacing of each section of the switch rail according to the first information and the second coefficient, wherein the calculation formula of the quenching spacing is:

[0098]

[0099] Wherein, l is the quenching spacing, Λ is the second coefficient, v is the turnout passing speed of the vehicle in the railway turnout section, m is the axle load of the vehicle in the railway turnout section, d is the quenching diameter; in the above formula, when the turnout position and the model of the passing vehicle are determined, the turnout passing speed v of the vehicle in the railway turnout section and the axle load m of the vehicle in the railway turnout section are determined accordingly. Further, after obtaining the quenching diameter d, adjust the quenching spacing through the second coefficient Λ. In this way, as the tip width gradually increases to stability, the unit wheel-rail force F on the switch rail will gradually decrease, while the second coefficient Λ increases; the final presented effect is as Figure 5 shown. The quenching spots after quenching are arranged closely, and the spacing gradually increases and remains at a constant value. In this way, when the train passes through the switch rail, this arrangement of the quenching spots after quenching can improve the wear resistance while ensuring that the switch rail wears evenly under this dynamic force, thereby avoiding damages such as corrugation and spalling caused by uneven wear, which affect the train operation safety and shorten the service life of the switch rail.

[0100] S3. Quench the switch rail according to the quenching parameters to obtain the quenched switch rail;

[0101] Specifically, step S3 includes:

[0102] S31. Perform the first quenching according to the quenching depth and the quenching diameter. In each round of quenching, quench in the direction perpendicular to the switch rail at 3 times the quenching depth. The distribution spacing of the quenching spots obtained by quenching in the direction perpendicular to the switch rail is also 3 times the depth h of the quenching spots. If the improvement of wear resistance is not ideal, it can be appropriately reduced, but it is also necessary to ensure that there is no overlap and intersection between the strengthening spots;

[0103] S32. Determine the position of this quenching according to the quenching spacing obtained from the switch rail top width of the previous quenching position, and perform this quenching according to the quenching depth and the quenching diameter calculated from the switch rail top width of this quenching position;

[0104] S33. Repeat step S32 until the quenching of the preset section of the switch rail is completed. As Figure 5 shown, after the quenching is completed, as the switch rail top width increases, the spacing of the quenching spots in the direction perpendicular to the switch rail and in the direction parallel to the switch rail also gradually increases.

[0105] After the discrete quenching of the switch rail surface is carried out according to steps S1 to S3, the wear resistance of the switch rail is significantly improved, and at the same time, the wear is uniform during long-term service.

[0106] In this embodiment, by matching the quenching depth, diameter, and spacing with the switch rail top width, while improving the wear resistance of the switch rail, it is ensured that the switch rail wears evenly during long-term service, significantly enhancing the wear resistance and service life of the switch rail, and the cost is greatly reduced compared with switch rail grinding.

[0107] After quenching is completed, it is also necessary to prevent the initiation and propagation of fatigue cracks caused by the large wheel-rail interaction at the switch rail. Therefore, in this embodiment, tempering treatment is carried out on the quenched switch rail to control the fatigue crack initiation rate, ensuring that the switch rail wear rate is greater than the crack initiation rate, so that the switch rail surface wears evenly and no cracks are initiated. The specific steps include:

[0108] S4. Obtain the third information, where the third information includes the uniform wear rate, maximum crack initiation rate, and crack initiation rate change amount of the quenched switch rail. Among them, when the turnout speed and axle load of the vehicles in the railway turnout section are determined, the uniform wear rate and maximum crack initiation rate of the switch rail can be approximated as certain values, and at this time, they can be obtained through on-site tracking observation or finite element simulation. On-site tracking observation can use a corrugation meter to obtain the wear profile of the switch rail, and combine with time to deduce the damage development rate. Finite element simulation can establish a train turnout model under the current axle load and speed, and obtain the uniform wear rate, maximum crack initiation rate of the quenched switch rail, and the crack initiation rate change amount caused by tempering treatment through common friction work and SWT damage criterion, etc.;

[0109] S5. Calculate the tempering parameters corresponding to the switch rail top width according to the first information, the third information, and the quenching parameters. The tempering parameters include tempering time and tempering temperature;

[0110] Specifically, step S5 includes:

[0111] S51. Calculate the third coefficient corresponding to the switch rail top width based on the quenching depth and quenching spacing to obtain the third coefficient, which is used to calculate the tempering temperature corresponding to the switch rail top width. Among them, the value of the third coefficient Γ is determined according to the depth and spacing of the quenching spots as shown in Table 3:

[0112]

[0113]

[0114] Table 3

[0115] S52. Calculate the tempering temperature corresponding to the tip width of the switch rail according to the difference between the maximum crack initiation rate and the uniform wear rate, the change in crack initiation rate, and the third coefficient. The calculation formula for the tempering temperature corresponding to the tip width of the switch rail is as follows:

[0116]

[0117] T is the tempering temperature, V H is the uniform wear rate of the quenched switch rail, V F is the maximum crack initiation rate, V T is the change in crack initiation rate caused by tempering treatment, and Γ is the third coefficient;

[0118] S53. Calculate the tempering time corresponding to the tip width of the switch rail according to the first information and the tempering temperature;

[0119] Specifically, step S53 includes:

[0120] S531. Calculate the fourth coefficient according to different speed intervals and axle load intervals. The speed interval is an interval formed according to the turnout speed of the vehicles in the railway turnout section, and the axle load interval is an interval formed according to the axle load of the vehicles in the railway turnout section. The value of the fourth coefficient μ is shown in Table 4:

[0121]

[0122]

[0123] Table 4

[0124] S532. Calculate the tempering time corresponding to the tip width of the switch rail according to the fourth coefficient and the tempering temperature. The calculation formula for the tempering time corresponding to the tip width of the switch rail is as follows:

[0125]

[0126] where I is the tempering time, μ is the fourth coefficient, and T is the tempering temperature. In this embodiment, the tempering time is calculated by the above formula. The shorter the tempering time, the more obvious the improvement in the wear resistance of the switch rail. However, to ensure the most basic tempering effect, the tempering time needs to be controlled not to be less than 40 minutes.

[0127] S6. Temper the switch rail according to the tempering parameters to obtain the tempered switch rail. In this embodiment, the competition relationship between the surface wear and fatigue of the switch rail is regulated through the tempering process, thereby inhibiting the initiation of surface fatigue cracks on the switch rail.

[0128] As Figure 6 shown, point N 1 、point N 2 and point N 3is the point on the competition curve of the switch rail life and wear rate before the treatment in this embodiment, point N 4 , point N 5 and point N 6 are the points on the competition curve of the switch rail life and wear rate after the treatment in this embodiment. After discrete quenching treatment and tempering treatment after quenching, both the wear life and fatigue life of the switch rail are improved. Further, by regulating the tempering treatment, the competition relationship between switch rail wear and fatigue is in the curve segment between point N 5 and point N 6 , and approaching N 5 point as much as possible. While improving wear resistance, the initiation of surface fatigue cracks is inhibited, and the switch rail life is controlled by wear.

[0129] Example 3:

[0130] As Figure 2 shown, this embodiment provides a device for improving the wear resistance of the switch rail at the railway turnout. The device includes a first acquisition module 901, a first processing module 902, and a second processing module 903:

[0131] The first acquisition module 901 is used to acquire first information and second information. The first information includes the speed and axle load of the railway vehicle, and the second information includes the output power of the energy beam;

[0132] The first processing module 902 is used to calculate quenching parameters according to the first information and the second information. The quenching parameters include quenching depth, quenching diameter, first quenching spacing, and second quenching spacing. The first quenching spacing is the distance between the next round of quenching and the current round of quenching in the direction parallel to the rail, and the second quenching spacing is the distance between each quenching in one round of quenching in the direction perpendicular to the rail;

[0133] The second processing module 903 is used to quench the rail according to the quenching parameters to obtain the quenched rail.

[0134] The first processing module 902 includes a first processing unit 9021, a second processing unit 9022, a third processing unit 9023, a fourth processing unit 9024, a fifth processing unit 9025, and a sixth processing unit 9026:

[0135] The first processing unit 9021 is used to acquire the first information and the second information;

[0136] The second processing unit 9022 is used to calculate a first coefficient based on the second information, and the first coefficient is used to calculate the quenching depth;

[0137] The third processing unit 9023 calculates the quenching depth based on the first information and the first coefficient to obtain the quenching depth;

[0138] A fourth processing unit 9024, configured to calculate the quenching diameter based on the quenching depth to obtain the quenching diameter;

[0139] A fifth processing unit 9025, configured to calculate the first quenching pitch according to the first information and the first coefficient to obtain the first quenching pitch;

[0140] A sixth processing unit 9026, configured to calculate the second quenching pitch based on the quenching depth and the first quenching pitch to obtain the second quenching pitch.

[0141] The sixth processing unit 9026 includes a first processing sub-module 90261, a second processing sub-module 90262, a third processing sub-module 90263, and a fourth processing sub-module 90264:

[0142] The first processing sub-module 90261 is configured to obtain the quenching depth and the first quenching pitch;

[0143] The second processing sub-module 90262 is configured to calculate a first distance according to a first preset multiple of the quenching depth to obtain the first distance;

[0144] The third processing sub-module 90263 is configured to calculate a second distance according to a second preset multiple of the first quenching pitch to obtain the second distance;

[0145] The fourth processing sub-module 90264 is configured to calculate the second quenching pitch according to the first distance and the second distance to obtain the second quenching pitch.

[0146] An apparatus for improving the wear resistance of railway rails based on heat treatment further includes a second acquisition module 904, a third processing module 905, and a fourth processing module 906:

[0147] The second acquisition module 904 is configured to acquire third information, where the third information includes the wear rate, crack initiation rate, and crack initiation rate change amount of the quenched rail;

[0148] The third processing module 905 is configured to calculate tempering parameters according to the first information, the third information, and the quenching parameters, where the tempering parameters include tempering time and tempering temperature;

[0149] The fourth processing module 906 is configured to perform tempering on the quenched rail according to the tempering parameters to obtain the tempered rail.

[0150] The third processing module 905 includes a seventh processing unit 9051, an eighth processing unit 9052, a ninth processing unit 9053, and a tenth processing unit 9054:

[0151] The seventh processing unit 9051 is configured to obtain the first information, the third information, and the quenching parameters;

[0152] The eighth processing unit 9052 is configured to calculate a second coefficient based on the quenching depth and the first quenching spacing to obtain the second coefficient, and the second coefficient is used to calculate the tempering temperature;

[0153] The ninth processing unit 9053 is configured to calculate the tempering temperature according to the difference between the crack initiation rate and the wear rate, the change amount of the crack initiation rate, and the second coefficient;

[0154] The tenth processing unit 9054 is configured to calculate the tempering time according to the first information and the tempering temperature.

[0155] The tenth processing unit includes a fifth processing sub-module 90541, a sixth processing sub-module 90542, a seventh processing sub-module 90543, and an eighth processing sub-module 90544:

[0156] The fifth processing sub-module 90541 is configured to obtain the first information and the tempering temperature;

[0157] The sixth processing sub-module 90542 is configured to generate a speed range and an axle load range according to the operating speed and the axle load of the vehicles in the railway section, respectively;

[0158] The seventh processing sub-module 90543 is configured to calculate a third coefficient based on the speed range and the axle load range, and the third coefficient is used to calculate the tempering time;

[0159] The eighth processing sub-module 90544 is configured to calculate the tempering time according to the third coefficient and the tempering temperature.

[0160] It should be noted that for the device in the above embodiments, the specific manners in which each module performs operations have been described in detail in the embodiments related to the method, and will not be elaborated herein.

[0161] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. For those skilled in the art, the present invention can have various changes and modifications. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

[0162] The above is only the specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art can easily think of changes or replacements within the technical scope disclosed by the present invention, and all of them should be covered by the protection scope of the present invention.

Claims

1. A method for improving the wear resistance of railway rails based on heat treatment, characterized in that: include: Acquiring first information and second information, wherein the first information includes a speed and an axle weight of the railway vehicle, and the second information includes an output power of the energy beam; Calculate quenching parameters according to the first information and the second information, the quenching parameters including quenching depth, quenching diameter, a first quenching interval and a second quenching interval, the first quenching interval is the distance between the next round of quenching and the current round of quenching in a direction parallel to the rail, and the second quenching interval is the distance between each quenching in a round of quenching in a direction perpendicular to the rail; The steel rail is quenched according to the quenching parameters to obtain a quenched steel rail.

2. A method for improving the wear resistance of railway rails based on heat treatment according to claim 1, characterized in that , the calculating of quenching parameters according to the first information and the second information includes: acquiring the first information and the second information; calculating a first coefficient based on the second information, wherein the first coefficient is used to calculate the quenching depth; Calculate the quenching depth based on the first information and the first coefficient to obtain the quenching depth; Calculate the quenching diameter based on the quenching depth to obtain the quenching diameter; Calculate the first quenching distance according to the first information and the first coefficient to obtain the first quenching distance; The second quenching distance is calculated based on the quenching depth and the first quenching distance to obtain the second quenching distance.

3. A method for improving the wear resistance of railway rails based on heat treatment according to claim 2, characterized in that , the calculating the second quenching distance based on the quenching depth and the first quenching distance comprises: Acquire the quenching depth and the first quenching distance; Calculate a first distance according to a first preset multiple of the quenching depth to obtain the first distance; Calculate a second distance according to a second preset multiple of the first quenching interval to obtain the second distance; The second quenching distance is calculated according to the first distance and the second distance to obtain the second quenching distance.

4. The method for improving the wear resistance of railway rails based on heat treatment according to claim 1, characterized in that After quenching the rail according to the quenching parameters, the method further includes: Acquiring third information, wherein the third information includes a wear rate, a crack initiation rate, and a change in the crack initiation rate of the quenched rail; Calculate tempering parameters according to the first information, the third information and the quenching parameters, wherein the tempering parameters include tempering time and tempering temperature; The quenched steel rail is tempered according to the tempering parameters to obtain a tempered steel rail.

5. A method for improving the wear resistance of railway rails based on heat treatment according to claim 4, characterized in that , the calculating of tempering parameters according to the first information, the third information and the quenching parameters comprises: acquiring the first information, the third information and the quenching parameter; Calculate a second coefficient based on the quenching depth and the first quenching distance to obtain the second coefficient, wherein the second coefficient is used to calculate the tempering temperature; Calculating the tempering temperature according to the difference between the crack initiation rate and the wear rate, the change in the crack initiation rate and the second coefficient; The tempering time is calculated according to the first information and the tempering temperature.

6. A device for improving the wear resistance of railway rails based on heat treatment, characterized in that: include: A first acquisition module, used to acquire first information and second information, wherein the first information includes the speed and axle weight of the railway vehicle, and the second information includes the output power of the energy beam; a first processing module, configured to calculate quenching parameters according to the first information and the second information, wherein the quenching parameters include a quenching depth, a quenching diameter, a first quenching interval, and a second quenching interval, wherein the first quenching interval is a distance between a next round of quenching and a current round of quenching in a direction parallel to the rail, and the second quenching interval is a distance between each quenching in a round of quenching in a direction perpendicular to the rail; The second processing module is used to quench the rail according to the quenching parameters to obtain the quenched rail.

7. The device for improving the wear resistance of railway rails based on heat treatment according to claim 6, characterized in that: The first processing module comprises: A first processing unit, configured to obtain the first information and the second information; a second processing unit, configured to calculate a first coefficient based on the second information, wherein the first coefficient is used to calculate the quenching depth; A third processing unit, calculating the quenching depth based on the first information and the first coefficient to obtain the quenching depth; A fourth processing unit, configured to calculate the quenching diameter based on the quenching depth to obtain the quenching diameter; a fifth processing unit, configured to calculate the first quenching distance according to the first information and the first coefficient to obtain the first quenching distance; The sixth processing unit is used to calculate the second quenching distance based on the quenching depth and the first quenching distance to obtain the second quenching distance.

8. The device for improving the wear resistance of railway rails based on heat treatment according to claim 7, characterized in that: The sixth processing unit comprises: A first processing submodule, configured to obtain the quenching depth and the first quenching distance; A second processing submodule, configured to calculate a first distance according to a first preset multiple of the quenching depth to obtain the first distance; A third processing submodule, configured to calculate a second distance according to a second preset multiple of the first quenching interval to obtain the second distance; The fourth processing submodule is used to calculate the second quenching distance according to the first distance and the second distance to obtain the second quenching distance.

9. The device for improving the wear resistance of railway rails based on heat treatment according to claim 6, characterized in that: Also includes: A second acquisition module is used to acquire third information, wherein the third information includes the wear rate, crack initiation rate and crack initiation rate variation of the quenched rail; A third processing module, configured to calculate a tempering parameter according to the first information, the third information and the quenching parameter, wherein the tempering parameter includes a tempering time and a tempering temperature; The fourth processing module is used to temper the quenched rail according to the tempering parameters to obtain a tempered rail.

10. The device for improving the wear resistance of railway rails based on heat treatment according to claim 9, characterized in that: The third processing module comprises: a seventh processing unit, configured to obtain the first information, the third information and the quenching parameter; an eighth processing unit, configured to calculate a second coefficient based on the quenching depth and the first quenching distance to obtain the second coefficient, wherein the second coefficient is used to calculate the tempering temperature; a ninth processing unit, configured to calculate the tempering temperature according to the difference between the crack initiation rate and the wear rate, the crack initiation rate variation, and the second coefficient; A tenth processing unit is used to calculate the tempering time according to the first information and the tempering temperature.

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