60AT型尖轨跟端锻造过程有限元模拟与分析
摘要
随着铁路运输向高速化、重载化的加速发展,钢轨也逐渐换成重轨,相应的道岔的尖轨也需采用特种断面钢轨(简称AT型尖轨)来制造。在AT型尖轨制造工艺中,跟端锻造成形是影响AT型尖轨产品质量的关键工序,这道工序的工艺设计及执行力度直接影响AT型尖轨的性能、质量和使用寿命。
本文针对某公司在AT型尖轨生产过程中存在轨头缺肉和轨腰折叠等现象,详细分析了国内尖轨跟端成形工艺的优缺点、加工难点和缺陷形式,利用有限元数值模拟软件Deform对60AT型尖轨跟端锻造成形过程进行模拟分析,研究了60AT型尖轨跟端锻造过程中坯料的温度计算、工件的变形抗力计算、加工缺陷的产生原因与模具的改进设计等,通过对缺陷的形成进行深入模拟,为现行锻造工艺的进一步优化提供了依据。
论文在建立60AT型尖轨材料的本构方程的基础上,运用二维绘图软件AutoCAD进行了锻造模具和坯料的实体造型,运用Deform建立了60AT型尖轨跟端锻造有限元模拟模型。使用Deform模拟60AT型尖轨跟端锻造成形过程,获得的各工步变形抗力得到了实际生产中液压机载荷的验证,由此表明,建立的锻造模拟模型可以较准确反映实际生产中的模锻过程。
针对60AT型尖轨跟端复杂的锻造工序,借助模拟锻造过程中金属的流动规律和应力应变分布状态,找出了轨头缺肉、轨腰折叠等缺陷产生的原因。模拟显示：优化模具下颚圆角,轨腰处圆角等部位结构尺寸,可防止成形缺陷的产生；提高预锻模轨腰处的高度,可使终锻过程变得简单易行。
本课题的研究对60AT型尖轨模锻成形具有指导意义,并为模锻工艺及模具的改进设计提供了依据。
With the railway development tow and high-speed railway and heavy-load freight, rail is gradually, replaced by heavy rail. The corresponding point of the tip rail should been produced by special section rail. The end piece60AT rail forging is the key processes affect the quality in manufacturing process of AT rail. Design on process and enforcement in this process direct impact on performance, quality and service life of the AT rail.
In the production process of end piece60AT rail forging, charge in rail head, rail waist folding will be happen in one company. Detailed analysis of defects in the form of the end piece60AT rail forging, Include advantages and disadvantages of processing difficulties. Analysis through a series of simulation, use finite element numerical simulation software Deform to simulate the end piece60AT rail forging. Study on the temperature calculation of the billet, deformation of the workpiece resistance calculated, the reasons cause processing defects, and improve the design of the mold. Through the formation of defect simulation, for further optimization of the existing forging process provides basis.
On the basis of the constitutive equation60AT switch rail materials, make the blank mold and solid modeling by two-dimensional drawing software AutoCAD. Make finite element simulation model of end piece60AT rail forging by Deform. Simulation of the forging process of end piece60AT rail forging. Been to work step deformation resistance has been the validation of the actual production of Petroleum presses load. It is suggested that the establishment of the forging simulation model can more accurately reflect the actual production in the forging process.
The end piece60AT rail forging is a complicated forging process. With the simulation of forging process, metal flow pattern and the stress-strain distribution. Find out the rail head charge, the causes of rail waist folding defects. Simulation:optimization of the structural dimensions of the mold jaw rounded corners, and at the rounded corners and other parts of the rail waist to prevent forming defects generated; the blocker rail waist height, and can make the final forging process becomes simple.
The subject of the end piece60AT rail forging has guiding significance., and can be used to guide production.
本文针对某公司在AT型尖轨生产过程中存在轨头缺肉和轨腰折叠等现象,详细分析了国内尖轨跟端成形工艺的优缺点、加工难点和缺陷形式,利用有限元数值模拟软件Deform对60AT型尖轨跟端锻造成形过程进行模拟分析,研究了60AT型尖轨跟端锻造过程中坯料的温度计算、工件的变形抗力计算、加工缺陷的产生原因与模具的改进设计等,通过对缺陷的形成进行深入模拟,为现行锻造工艺的进一步优化提供了依据。
论文在建立60AT型尖轨材料的本构方程的基础上,运用二维绘图软件AutoCAD进行了锻造模具和坯料的实体造型,运用Deform建立了60AT型尖轨跟端锻造有限元模拟模型。使用Deform模拟60AT型尖轨跟端锻造成形过程,获得的各工步变形抗力得到了实际生产中液压机载荷的验证,由此表明,建立的锻造模拟模型可以较准确反映实际生产中的模锻过程。
针对60AT型尖轨跟端复杂的锻造工序,借助模拟锻造过程中金属的流动规律和应力应变分布状态,找出了轨头缺肉、轨腰折叠等缺陷产生的原因。模拟显示：优化模具下颚圆角,轨腰处圆角等部位结构尺寸,可防止成形缺陷的产生；提高预锻模轨腰处的高度,可使终锻过程变得简单易行。
本课题的研究对60AT型尖轨模锻成形具有指导意义,并为模锻工艺及模具的改进设计提供了依据。
With the railway development tow and high-speed railway and heavy-load freight, rail is gradually, replaced by heavy rail. The corresponding point of the tip rail should been produced by special section rail. The end piece60AT rail forging is the key processes affect the quality in manufacturing process of AT rail. Design on process and enforcement in this process direct impact on performance, quality and service life of the AT rail.
In the production process of end piece60AT rail forging, charge in rail head, rail waist folding will be happen in one company. Detailed analysis of defects in the form of the end piece60AT rail forging, Include advantages and disadvantages of processing difficulties. Analysis through a series of simulation, use finite element numerical simulation software Deform to simulate the end piece60AT rail forging. Study on the temperature calculation of the billet, deformation of the workpiece resistance calculated, the reasons cause processing defects, and improve the design of the mold. Through the formation of defect simulation, for further optimization of the existing forging process provides basis.
On the basis of the constitutive equation60AT switch rail materials, make the blank mold and solid modeling by two-dimensional drawing software AutoCAD. Make finite element simulation model of end piece60AT rail forging by Deform. Simulation of the forging process of end piece60AT rail forging. Been to work step deformation resistance has been the validation of the actual production of Petroleum presses load. It is suggested that the establishment of the forging simulation model can more accurately reflect the actual production in the forging process.
The end piece60AT rail forging is a complicated forging process. With the simulation of forging process, metal flow pattern and the stress-strain distribution. Find out the rail head charge, the causes of rail waist folding defects. Simulation:optimization of the structural dimensions of the mold jaw rounded corners, and at the rounded corners and other parts of the rail waist to prevent forming defects generated; the blocker rail waist height, and can make the final forging process becomes simple.
The subject of the end piece60AT rail forging has guiding significance., and can be used to guide production.
引文
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[3]沈长耀.我国铁路道岔整体技术发展的新阶段[J].铁道工程学报,2005,(01)：51-60.
[4]史玉杰.铁路道岔的最新研究进展[J].中国铁路,2003,(11)：24—28.
[5]王树国.客运专线道岔技术研究[J].中国铁路,2007,,46(8)：23-24,28.
[6]吴雄先,郭华.挤压道岔轨断裂原因分析[J].质量控制与失效分析,2006,42(2)：103-105.
[7]Andersson C, Dahlberg T. wheel/rai 1 impacts at a rai lway turnout crossing. proceedings of the institution of mechanical engineers, part F:Joural of Rapid Transit,1998,212(2): 123—134.
[8]蔡小培.高速道岔尖轨与心轨转换及控制研究[D].成都：西南交通大学,2008.
[9]童大埙.铁路轨道及路基[M],人民铁道出版社,北京：1979.
[10]郭福安.国外高速铁路的道岔设计[J].中国铁路,2006,(4)：48—50.
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[12]D.W. Caves, L. R. Christensen, J. A. SwansonProductivity growth, scale economies and capacity utilization in US railroads,1955-1974The American Economic Review,71 (1981), pp.994-1002.
[13]杨卫甲.法国高速铁路道岔技术特性[J].中国铁路.2006(8)：40—41.
[14]Examples of high cut slopes stabilization on Transgabonese railway (in French):Tran Vo Nhiem, J; Guilloux, A; D'Apolito, P; Pappini, G Proc 5th International Symposium on Landslides, Lausanne,10-15 July 1988V2, P995-1000. Publ Rotterdam:A A Balkema,1988.
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[18]牟运生,张卓欣,邵长胜.提速道岔尖轨折断受力分析及其应急处理[J].研究与交流,2011,39(4)：43-46.
[19]Sawleykevin,SUNJian. AdvancedRail Steels:Investigating the Bainitic Option [J]. Railway Track&Struc-tures,1997(3):22-27.
[20]李小刚,姚伟伟,吕纯洁,夏月明,薛继仁.道岔尖轨淬火温度自动控制系统的研究[J].铁道学报.2003,25(5)：123-126.
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[23]卢祖文.我国铁路道岔的现状及发展[J].中国铁路,2005,(4)：12-14.
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[25]J. P.1 Source. About multi-Hertzian-contact hypothesis and equivalent conicity in the case of S1002 and UIC60 analytical wheel/rail profiles Pascal[J]Vehicle System Dynamics,1993,22(2):57-78.
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[27]KUROKOCHI H; KAGAMI M. New turnout design for high-speed train in conventional line; Perma Way,1971,13(2):1-10.
[28]Kong, Hiroyuki. Dynamic analysis of the vehicle running on turnout at high speed considering longitudinal variation of rail profiles. Proceedings of the ASME International Design Engineering Technical Conferences and Computers and Information in Engineering Conference [S].2005,6:2149-2154.
[29]中国铁路工程总公司.德法两国高速道岔技术考察报告[R].北京：中国铁路工程总公司,2003：41-45.
[30]沈长耀.我国铁路道岔整体技术发展的新阶段[J].铁道工程学报.2005,(01)：51-60.
[31]雷斌,谭延亮.AT尖轨生产工艺流程及关键工艺设计[J].机电技术,2008,(1)：45-46.
[32]于宝东.铁路道岔新型60AT[J].轨跟端模锻模具设计热加工工艺,2005,(8)：42-44.
[33]王树青,王建新.AT尖轨全长热处理[J].金属热处理,2001,26(1)：37-41.
[34]王树青,詹新伟.U74、U71Mn、U75V、U76NbRE钢轨欠速淬火性能研究[J].金属热处理.2004,29(3)：12-16.
[35]李平,彭峰,杨超伦.U75V75kg/m钢轨淬火工艺研究[J].包钢科技,2006,32(1)：25-27.
[36]于春华.我围铁路道岔的发展[J].铁道知识.2005,,4：16—17.
[37]徐特平.60AT轨生产[J].钢铁,1990,25：23—29.
[39]J Ma Yongling,Wang Gui and Wang Baofeng. Numerical and experimental study of the behavior of rail under different cooling rates. Journal of MaterialsProcessing Technology,1997,17(4):13～18.
[39]陶功明.60AT轨轧制T艺设计[J].四川冶金,2003,25：22—24.
[40]钱显毅,池雪莲,蔡译寰.应用物理学[M].东南大学出版社,2007.
[41]钱利锋,侯英玮.U75V钢流动应力的试验研究[J].锻压技术,2009 34(5)131-135.
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[2]卢祖文.我国铁路道岔的现状及发展[J].中国铁路,2005,(4)： 12-14.
[3]沈长耀.我国铁路道岔整体技术发展的新阶段[J].铁道工程学报,2005,(01)：51-60.
[4]史玉杰.铁路道岔的最新研究进展[J].中国铁路,2003,(11)：24—28.
[5]王树国.客运专线道岔技术研究[J].中国铁路,2007,,46(8)：23-24,28.
[6]吴雄先,郭华.挤压道岔轨断裂原因分析[J].质量控制与失效分析,2006,42(2)：103-105.
[7]Andersson C, Dahlberg T. wheel/rai 1 impacts at a rai lway turnout crossing. proceedings of the institution of mechanical engineers, part F:Joural of Rapid Transit,1998,212(2): 123—134.
[8]蔡小培.高速道岔尖轨与心轨转换及控制研究[D].成都：西南交通大学,2008.
[9]童大埙.铁路轨道及路基[M],人民铁道出版社,北京：1979.
[10]郭福安.国外高速铁路的道岔设计[J].中国铁路,2006,(4)：48—50.
[11]Lin,T. Y. Taiwan,1993. Vibrations of Elevated Bridge Structures Caused by High-Speed Train Loadings of Taiwan High-Speed Rail Project (Final Report). Taiwan High Speed Rail Bureau, Ministry of Transportation and Communications, R. O. C
[12]D.W. Caves, L. R. Christensen, J. A. SwansonProductivity growth, scale economies and capacity utilization in US railroads,1955-1974The American Economic Review,71 (1981), pp.994-1002.
[13]杨卫甲.法国高速铁路道岔技术特性[J].中国铁路.2006(8)：40—41.
[14]Examples of high cut slopes stabilization on Transgabonese railway (in French):Tran Vo Nhiem, J; Guilloux, A; D'Apolito, P; Pappini, G Proc 5th International Symposium on Landslides, Lausanne,10-15 July 1988V2, P995-1000. Publ Rotterdam:A A Balkema,1988.
[15]戴世秀.让世界跑得更快—各国高速铁路发展概况[J].科技潮,1996,(05)：32-34.
[16]雷斌,谭延亮.AT尖轨生产工艺流程及关键工艺设计[J].机电技术,2008,(1)：45-46.
[17]王飞龙, 蒋仁贵.AT道岔钢轨的开裂原因吴雄先[J].理化检验-物理分册.2007,43(6)：307-310.
[18]牟运生,张卓欣,邵长胜.提速道岔尖轨折断受力分析及其应急处理[J].研究与交流,2011,39(4)：43-46.
[19]Sawleykevin,SUNJian. AdvancedRail Steels:Investigating the Bainitic Option [J]. Railway Track&Struc-tures,1997(3):22-27.
[20]李小刚,姚伟伟,吕纯洁,夏月明,薛继仁.道岔尖轨淬火温度自动控制系统的研究[J].铁道学报.2003,25(5)：123-126.
[21]TB/T 3109-2005,AT钢轨[S].
[22]TB/T 3109-2005,60kg/m钢轨型式尺寸[S].
[23]卢祖文.我国铁路道岔的现状及发展[J].中国铁路,2005,(4)：12-14.
[24]任建旭,胡亚娟.AT型尖轨跟端无切削锻造工艺的设计[J].哈尔滨铁道科技2000,(4)：15-16.
[25]J. P.1 Source. About multi-Hertzian-contact hypothesis and equivalent conicity in the case of S1002 and UIC60 analytical wheel/rail profiles Pascal[J]Vehicle System Dynamics,1993,22(2):57-78.
[26]Abbott, Brian C.1; Lee, Toml; Click, Gary2; Design considerations in the development of a North American high speed turnout[J] Proceedings of the ASME Joint Rail Conference 2010, JRC2010, v 1, p 219-227.
[27]KUROKOCHI H; KAGAMI M. New turnout design for high-speed train in conventional line; Perma Way,1971,13(2):1-10.
[28]Kong, Hiroyuki. Dynamic analysis of the vehicle running on turnout at high speed considering longitudinal variation of rail profiles. Proceedings of the ASME International Design Engineering Technical Conferences and Computers and Information in Engineering Conference [S].2005,6:2149-2154.
[29]中国铁路工程总公司.德法两国高速道岔技术考察报告[R].北京：中国铁路工程总公司,2003：41-45.
[30]沈长耀.我国铁路道岔整体技术发展的新阶段[J].铁道工程学报.2005,(01)：51-60.
[31]雷斌,谭延亮.AT尖轨生产工艺流程及关键工艺设计[J].机电技术,2008,(1)：45-46.
[32]于宝东.铁路道岔新型60AT[J].轨跟端模锻模具设计热加工工艺,2005,(8)：42-44.
[33]王树青,王建新.AT尖轨全长热处理[J].金属热处理,2001,26(1)：37-41.
[34]王树青,詹新伟.U74、U71Mn、U75V、U76NbRE钢轨欠速淬火性能研究[J].金属热处理.2004,29(3)：12-16.
[35]李平,彭峰,杨超伦.U75V75kg/m钢轨淬火工艺研究[J].包钢科技,2006,32(1)：25-27.
[36]于春华.我围铁路道岔的发展[J].铁道知识.2005,,4：16—17.
[37]徐特平.60AT轨生产[J].钢铁,1990,25：23—29.
[39]J Ma Yongling,Wang Gui and Wang Baofeng. Numerical and experimental study of the behavior of rail under different cooling rates. Journal of MaterialsProcessing Technology,1997,17(4):13～18.
[39]陶功明.60AT轨轧制T艺设计[J].四川冶金,2003,25：22—24.
[40]钱显毅,池雪莲,蔡译寰.应用物理学[M].东南大学出版社,2007.
[41]钱利锋,侯英玮.U75V钢流动应力的试验研究[J].锻压技术,2009 34(5)131-135.
[42]汪大年.金属塑性成形原理[M].北京：机械工业出版社.1982.
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